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"content": "\u003cp>A closely divided Board of Supervisors has passed \u003ca href=\"http://ww2.kqed.org/news/2015/12/07/proposed-bike-yield-law-passes-first-test-at-san-francisco-city-hall\" target=\"_blank\">an ordinance\u003c/a> that would direct police to make ticketing bicyclists who safely roll through stop signs their lowest priority.\u003c/p>\n\u003cp>Tuesday's 6-5 vote to approve the ordinance by Supervisor John Avalos was two votes shy of the supermajority needed to override Mayor Ed Lee's threatened veto. The ordinance is expected to pass a second reading Jan. 12. Lee would then have until Jan. 22 to veto it.\u003c/p>\n\u003cp>Avalos' \"San Francisco Right-of-Way Policy\" would not legalize rolling stops and does not discourage police from ticketing cyclists. Bicyclists would still be required to yield the right-of-way to pedestrians and vehicles at intersections.\u003c/p>\n\u003cp>\"Nobody condones unsafe bicycling by cyclists, but common-sense enforcement of the law would make our streets safer and more predictable,\" Avalos said before the vote.\u003c/p>\n\u003cp>But he added that strict enforcement of bicyclists who safely pedal through stop signs \"takes scarce enforcement away from more dangerous violations\" and \"is contrary to the way most bicyclists and drivers currently navigate intersections.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Bike advocates say the San Francisco Police Department should be focused on dangerous drivers, who cause most serious injuries and fatalities on the city's streets.\u003c/p>\n\u003cp>The legislation was sparked by \u003ca href=\"http://ww2.kqed.org/news/2015/07/17/san-francisco-police-plan-crackdown-on-bicyclists-on-popular-routes\" target=\"_blank\">an ongoing crackdown\u003c/a> of bicyclists who roll through stop signs along The Wiggle, the popular, non-hilly route between Market Street and Golden Gate Park. At one point, hundreds of bike riders held a protest along the route to prove that having every cyclist stop at every stop sign slows traffic and causes more congestion.\u003c/p>\n\u003cp>Supervisor Scott Wiener, a co-sponsor, said it was unrealistic to expect that bicyclists were going to stop at every stop sign, especially on streets where there is little traffic and \"so little risk of anything happening.\"\u003c/p>\n\u003cp>\"Cyclists are not going to stop at every single intersection, and that is the reality of the world, not just in San Francisco, but in every city that I have ever seen. It is a fantasy for us to think they are going to do so,\" he said.\u003c/p>\n\u003cp>Wiener and Avalos cited the example of a cyclist, Katrina Sostek, who said she was recently given a ticket on The Wiggle for rolling through a stop sign while riding less than 5 mph. The fine for the violation: $200.\u003c/p>\n\u003cp>\"The time and effort the police spent giving me a ticket would have been far better spent focusing on legitimately unsafe drivers and cyclists,\" Sostek wrote in a letter to the supervisors.\u003c/p>\n\u003cp>Avalos noted that Vision Zero, the city's program to end all traffic deaths by 2024, requires police captains to focus traffic enforcement on the top five most dangerous intersections in their districts. None of those intersections, he said, are along The Wiggle.\u003c/p>\n\u003cp>Supervisors David Campos, London Breed, Jane Kim and Eric Mar also co-sponsored the ordinance and voted yes. Supervisors Malia Cohen, Mark Farrell, Aaron Peskin, Katie Tang and Norman Yee voted against it.\u003c/p>\n\u003cp>“It sends a message to everybody in San Francisco that one mode of transportation in our city has a different set of rules than everybody else,\" said Farrell.\u003c/p>\n\u003cp>Disability advocates have been among the staunchest opponents. The Mayor's Disability Council opposed the legislation and said it would be \"counterproductive\" to Vision Zero. Some advocates worried it might endanger people with disabilities, a concern echoed at the meeting by Supervisor Cohen.\u003c/p>\n\u003cp>\"If this ordinance passes, it will potentially put them in harm's way,\" Cohen said. \"I have a real concern that this ordinance will confuse the issue and further create an even greater misunderstanding between cyclists, between drivers and also pedestrians.\"\u003c/p>\n\u003cp>Natalie Burdick with Walk San Francisco said the pedestrian advocacy organization has taken a neutral position because there are no data about how the bike yield law would impact pedestrian safety.\u003c/p>\n\u003cp>But Walk SF did succeed in tacking on some amendments, including evaluating the effect on pedestrians and requiring that bicyclists slow to no more than 6 mph when approaching a stop sign.\u003c/p>\n\u003cp>The legislation would also require the Police Department to issue quarterly reports on traffic stops that would list the citation and mode of transportation for each offense and include a breakdown of stops by race or ethnicity, age and sex.\u003c/p>\n\u003cp>Mayor Lee \u003ca href=\"http://sf.streetsblog.org/2015/09/28/mayor-lee-vows-to-veto-bike-yield-law/\" target=\"_blank\">sent a letter to the board in September\u003c/a> saying he would veto the legislation: \"The so-called 'Idaho Stop', while expedient for some bicyclists, directly endangers pedestrians and other cyclists, and I cannot allow it to become law. 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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Bike advocates say the San Francisco Police Department should be focused on dangerous drivers, who cause most serious injuries and fatalities on the city's streets.\u003c/p>\n\u003cp>The legislation was sparked by \u003ca href=\"http://ww2.kqed.org/news/2015/07/17/san-francisco-police-plan-crackdown-on-bicyclists-on-popular-routes\" target=\"_blank\">an ongoing crackdown\u003c/a> of bicyclists who roll through stop signs along The Wiggle, the popular, non-hilly route between Market Street and Golden Gate Park. At one point, hundreds of bike riders held a protest along the route to prove that having every cyclist stop at every stop sign slows traffic and causes more congestion.\u003c/p>\n\u003cp>Supervisor Scott Wiener, a co-sponsor, said it was unrealistic to expect that bicyclists were going to stop at every stop sign, especially on streets where there is little traffic and \"so little risk of anything happening.\"\u003c/p>\n\u003cp>\"Cyclists are not going to stop at every single intersection, and that is the reality of the world, not just in San Francisco, but in every city that I have ever seen. It is a fantasy for us to think they are going to do so,\" he said.\u003c/p>\n\u003cp>Wiener and Avalos cited the example of a cyclist, Katrina Sostek, who said she was recently given a ticket on The Wiggle for rolling through a stop sign while riding less than 5 mph. The fine for the violation: $200.\u003c/p>\n\u003cp>\"The time and effort the police spent giving me a ticket would have been far better spent focusing on legitimately unsafe drivers and cyclists,\" Sostek wrote in a letter to the supervisors.\u003c/p>\n\u003cp>Avalos noted that Vision Zero, the city's program to end all traffic deaths by 2024, requires police captains to focus traffic enforcement on the top five most dangerous intersections in their districts. None of those intersections, he said, are along The Wiggle.\u003c/p>\n\u003cp>Supervisors David Campos, London Breed, Jane Kim and Eric Mar also co-sponsored the ordinance and voted yes. Supervisors Malia Cohen, Mark Farrell, Aaron Peskin, Katie Tang and Norman Yee voted against it.\u003c/p>\n\u003cp>“It sends a message to everybody in San Francisco that one mode of transportation in our city has a different set of rules than everybody else,\" said Farrell.\u003c/p>\n\u003cp>Disability advocates have been among the staunchest opponents. The Mayor's Disability Council opposed the legislation and said it would be \"counterproductive\" to Vision Zero. Some advocates worried it might endanger people with disabilities, a concern echoed at the meeting by Supervisor Cohen.\u003c/p>\n\u003cp>\"If this ordinance passes, it will potentially put them in harm's way,\" Cohen said. \"I have a real concern that this ordinance will confuse the issue and further create an even greater misunderstanding between cyclists, between drivers and also pedestrians.\"\u003c/p>\n\u003cp>Natalie Burdick with Walk San Francisco said the pedestrian advocacy organization has taken a neutral position because there are no data about how the bike yield law would impact pedestrian safety.\u003c/p>\n\u003cp>But Walk SF did succeed in tacking on some amendments, including evaluating the effect on pedestrians and requiring that bicyclists slow to no more than 6 mph when approaching a stop sign.\u003c/p>\n\u003cp>The legislation would also require the Police Department to issue quarterly reports on traffic stops that would list the citation and mode of transportation for each offense and include a breakdown of stops by race or ethnicity, age and sex.\u003c/p>\n\u003cp>Mayor Lee \u003ca href=\"http://sf.streetsblog.org/2015/09/28/mayor-lee-vows-to-veto-bike-yield-law/\" target=\"_blank\">sent a letter to the board in September\u003c/a> saying he would veto the legislation: \"The so-called 'Idaho Stop', while expedient for some bicyclists, directly endangers pedestrians and other cyclists, and I cannot allow it to become law. Trading away safety for convenience is not a policy I can allow this city to endorse.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>One idea that has emerged as a potential compromise is a pilot program along The Wiggle.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Self-Driving Cars Must Have a Driver Behind the Wheel, State Says",
"title": "Self-Driving Cars Must Have a Driver Behind the Wheel, State Says",
"headTitle": "The California Report | KQED News",
"content": "\u003cp>California unveiled precedent-setting draft rules Wednesday that would slow the public's access to self-driving cars of the future until regulators are confident the technology is safe.\u003c/p>\n\u003cp>That cautious approach requires that the cars have a steering wheel, and a licensed driver must be ready to take over if the machine fails.\u003c/p>\n\u003cp>The draft sets out the framework for how the state's Department of Motor Vehicles wants to move from the current small-scale testing of prototypes on roads and highways to giving consumers access to the fast-evolving technology. The DMV can change the rules over the coming months before they are finalized, and the industry is likely to contest them as overly burdensome.\u003c/p>\n\u003cp>Though no manufacturer has said it thinks the cars are ready just yet, at least a dozen are developing the technology, and the most aggressive suggest a model could be ready within a few years. Silicon Valley giant Google has pushed hardest, already building a prototype without a wheel or pedals but rigging the hardware back into the cars pending the long-anticipated regulations.\u003c/p>\n\u003cfigure id=\"attachment_10796716\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg class=\"wp-image-10796716 size-full\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/GoogleSelfDrive.jpg\" alt=\"U.S. Transportation Secretary Anthony Foxx inspects a Google self-driving car at the Google headquarters on February 2, 2015.\" width=\"1920\" height=\"1425\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/12/GoogleSelfDrive.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GoogleSelfDrive-400x297.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GoogleSelfDrive-800x594.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GoogleSelfDrive-768x570.jpg 768w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GoogleSelfDrive-1440x1069.jpg 1440w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GoogleSelfDrive-1180x876.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GoogleSelfDrive-960x713.jpg 960w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">U.S. Transportation Secretary Anthony Foxx inspects a Google self-driving car at the Google headquarters on Feb. 2, 2015. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>California is the largest auto market in the U.S., and its rules will be a landmark in the development of self-driving technology.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Under the draft rules, even if Google thinks its car is ready for sale, that wouldn't be immediately possible. Initially, manufacturers would receive a permit for three years, during which time consumers could lease the cars but manufacturers would be required to keep tabs on how safely they are driving and report that performance to the state.\u003c/p>\n\u003cp>Before granting that initial permit, both the manufacturer and an independent certifier would need to sign off that the car has passed safety testing. People who want to lease or use one of the cars would need special training provided by the manufacturer, and then receive a special certification on their driver's licenses.\u003c/p>\n\u003cp>\"Given the potential risks associated with deployment of such a new technology, DMV believes that manufacturers need to obtain more experience in testing driverless vehicles on public roads prior to making this technology available to the general public,\" the agency said in a written summary of the regulations.\u003c/p>\n\u003cp>DMV regulation writers struggled with how they would know the technology is safe before letting it go beyond prototype testing, which requires a specially trained driver behind the wheel. The agency was supposed to propose regulations at the start of 2015, but that process has dragged on over various issues, including how a person could take over when the car cannot drive itself safely, how to prevent hackers from seizing control of what amount to computers on wheels, and the privacy of data that the cars collect about their users.\u003c/p>\n\u003cp>[contextly_sidebar id=\"KZ5WkR4tXjXjOtzbTmfBRrYFksNsbgkS\"]\u003c/p>\n\u003cp>California has grappled for several years with how to regulate the technology. The DMV has said it wants the regulations to protect public safety, but not be too onerous so that signature companies such as Google would be stifled in developing a technology with huge life-saving potential.\u003c/p>\n\u003cp>After all, cars that can safely drive themselves under all conditions wouldn't rely on drivers who may be drowsy, distracted, buzzed — or unable to drive because of their age or a disability. Boosters say the technology could prevent many of the more than 32,000 deaths on U.S. roads each year.\u003c/p>\n\u003cp>The cars use a suite of sensors — including radar, lasers and cameras — and onboard computers to drive. Many also rely on maps that detail everything from curb heights to the exact placement of lane stripes.\u003c/p>\n\u003cp>Eleven companies have permission to test on California's public roads, with Ford the latest addition. There have been scattered collisions, nearly all involving Google cars. Those collisions have been minor and the tech giant says each has been caused by other drivers, not its technology.\u003c/p>\n\u003cp>The road to Wednesday's regulations began several years ago, when Google approached a California legislator about getting formal approval for testing that the company already was doing on California freeways. The DMV published a first round of regulations, which formally allowed the testing of the cars on public roads, more than a year ago.\u003c/p>\n\u003cfigure id=\"attachment_10796725\" class=\"wp-caption alignright\" style=\"max-width: 1920px\">\u003cimg class=\"wp-image-10796725 size-full\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/GoogleSelfie.jpg\" alt=\"A Google self-driving car is displayed at the Google headquarters on September 25, 2012.\" width=\"1920\" height=\"1465\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/12/GoogleSelfie.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GoogleSelfie-400x305.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GoogleSelfie-800x610.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GoogleSelfie-768x586.jpg 768w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GoogleSelfie-1440x1099.jpg 1440w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GoogleSelfie-1180x900.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GoogleSelfie-960x733.jpg 960w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">A Google self-driving car is displayed at the Google headquarters on Sept. 25, 2012. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Wednesday's draft rules come several weeks after the U.S. Department of Transportation signaled that it was reviewing its own guidance on self-driving cars with an eye toward getting them into broad public circulation. That guidance — published in 2013 and not an official policy — has said a person should be behind the wheel.\u003c/p>\n\u003cp>Google wants to move from current testing on the streets around its Silicon Valley headquarters to broader adoption.\u003c/p>\n\u003cp>In September, the safety chief at Google's self-driving car project, Ron Medford, said the technology is \"close to working pretty damn well.\"\u003c/p>\n\u003cp>Google believes the safest path is to take people out of the equation by having control limited to stop and go buttons, with the leader of Google's project saying that humans are \"the bug\" in the driving task.\u003c/p>\n\u003cp>A Google spokesman said Wednesday the company was reviewing the draft rules and had no immediate comment.\u003c/p>\n\u003cp>Though the result of more than a year of deliberation, the draft regulations must undergo months of review before they are set. The DMV intends to hold informal workshops for public input in January and February, and hopes — after making any changes — to publish final regulations later in 2016.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Brian Soublet, the DMV attorney who helped draft the rules, said the agency would tackle regulations for cars with no driver inside in the future.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>California unveiled precedent-setting draft rules Wednesday that would slow the public's access to self-driving cars of the future until regulators are confident the technology is safe.\u003c/p>\n\u003cp>That cautious approach requires that the cars have a steering wheel, and a licensed driver must be ready to take over if the machine fails.\u003c/p>\n\u003cp>The draft sets out the framework for how the state's Department of Motor Vehicles wants to move from the current small-scale testing of prototypes on roads and highways to giving consumers access to the fast-evolving technology. The DMV can change the rules over the coming months before they are finalized, and the industry is likely to contest them as overly burdensome.\u003c/p>\n\u003cp>Though no manufacturer has said it thinks the cars are ready just yet, at least a dozen are developing the technology, and the most aggressive suggest a model could be ready within a few years. Silicon Valley giant Google has pushed hardest, already building a prototype without a wheel or pedals but rigging the hardware back into the cars pending the long-anticipated regulations.\u003c/p>\n\u003cfigure id=\"attachment_10796716\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg class=\"wp-image-10796716 size-full\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/GoogleSelfDrive.jpg\" alt=\"U.S. Transportation Secretary Anthony Foxx inspects a Google self-driving car at the Google headquarters on February 2, 2015.\" width=\"1920\" height=\"1425\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/12/GoogleSelfDrive.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GoogleSelfDrive-400x297.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GoogleSelfDrive-800x594.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GoogleSelfDrive-768x570.jpg 768w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GoogleSelfDrive-1440x1069.jpg 1440w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GoogleSelfDrive-1180x876.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GoogleSelfDrive-960x713.jpg 960w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">U.S. Transportation Secretary Anthony Foxx inspects a Google self-driving car at the Google headquarters on Feb. 2, 2015. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>California is the largest auto market in the U.S., and its rules will be a landmark in the development of self-driving technology.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Under the draft rules, even if Google thinks its car is ready for sale, that wouldn't be immediately possible. Initially, manufacturers would receive a permit for three years, during which time consumers could lease the cars but manufacturers would be required to keep tabs on how safely they are driving and report that performance to the state.\u003c/p>\n\u003cp>Before granting that initial permit, both the manufacturer and an independent certifier would need to sign off that the car has passed safety testing. People who want to lease or use one of the cars would need special training provided by the manufacturer, and then receive a special certification on their driver's licenses.\u003c/p>\n\u003cp>\"Given the potential risks associated with deployment of such a new technology, DMV believes that manufacturers need to obtain more experience in testing driverless vehicles on public roads prior to making this technology available to the general public,\" the agency said in a written summary of the regulations.\u003c/p>\n\u003cp>DMV regulation writers struggled with how they would know the technology is safe before letting it go beyond prototype testing, which requires a specially trained driver behind the wheel. The agency was supposed to propose regulations at the start of 2015, but that process has dragged on over various issues, including how a person could take over when the car cannot drive itself safely, how to prevent hackers from seizing control of what amount to computers on wheels, and the privacy of data that the cars collect about their users.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>California has grappled for several years with how to regulate the technology. The DMV has said it wants the regulations to protect public safety, but not be too onerous so that signature companies such as Google would be stifled in developing a technology with huge life-saving potential.\u003c/p>\n\u003cp>After all, cars that can safely drive themselves under all conditions wouldn't rely on drivers who may be drowsy, distracted, buzzed — or unable to drive because of their age or a disability. Boosters say the technology could prevent many of the more than 32,000 deaths on U.S. roads each year.\u003c/p>\n\u003cp>The cars use a suite of sensors — including radar, lasers and cameras — and onboard computers to drive. Many also rely on maps that detail everything from curb heights to the exact placement of lane stripes.\u003c/p>\n\u003cp>Eleven companies have permission to test on California's public roads, with Ford the latest addition. There have been scattered collisions, nearly all involving Google cars. Those collisions have been minor and the tech giant says each has been caused by other drivers, not its technology.\u003c/p>\n\u003cp>The road to Wednesday's regulations began several years ago, when Google approached a California legislator about getting formal approval for testing that the company already was doing on California freeways. The DMV published a first round of regulations, which formally allowed the testing of the cars on public roads, more than a year ago.\u003c/p>\n\u003cfigure id=\"attachment_10796725\" class=\"wp-caption alignright\" style=\"max-width: 1920px\">\u003cimg class=\"wp-image-10796725 size-full\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/GoogleSelfie.jpg\" alt=\"A Google self-driving car is displayed at the Google headquarters on September 25, 2012.\" width=\"1920\" height=\"1465\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/12/GoogleSelfie.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GoogleSelfie-400x305.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GoogleSelfie-800x610.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GoogleSelfie-768x586.jpg 768w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GoogleSelfie-1440x1099.jpg 1440w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GoogleSelfie-1180x900.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GoogleSelfie-960x733.jpg 960w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">A Google self-driving car is displayed at the Google headquarters on Sept. 25, 2012. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Wednesday's draft rules come several weeks after the U.S. Department of Transportation signaled that it was reviewing its own guidance on self-driving cars with an eye toward getting them into broad public circulation. That guidance — published in 2013 and not an official policy — has said a person should be behind the wheel.\u003c/p>\n\u003cp>Google wants to move from current testing on the streets around its Silicon Valley headquarters to broader adoption.\u003c/p>\n\u003cp>In September, the safety chief at Google's self-driving car project, Ron Medford, said the technology is \"close to working pretty damn well.\"\u003c/p>\n\u003cp>Google believes the safest path is to take people out of the equation by having control limited to stop and go buttons, with the leader of Google's project saying that humans are \"the bug\" in the driving task.\u003c/p>\n\u003cp>A Google spokesman said Wednesday the company was reviewing the draft rules and had no immediate comment.\u003c/p>\n\u003cp>Though the result of more than a year of deliberation, the draft regulations must undergo months of review before they are set. The DMV intends to hold informal workshops for public input in January and February, and hopes — after making any changes — to publish final regulations later in 2016.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Brian Soublet, the DMV attorney who helped draft the rules, said the agency would tackle regulations for cars with no driver inside in the future.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Seattle Allows Uber and Lyft Drivers to Unionize",
"title": "Seattle Allows Uber and Lyft Drivers to Unionize",
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"content": "\u003cp>Seattle on Monday became the first city in the nation to allow drivers of ride-hailing companies such as Uber and Lyft to unionize over pay and working conditions.\u003c/p>\n\u003cp>Supporters erupted into cheers after the City Council voted 8-0 in favor of the legislation, which is seen as a test case for the changing 21st century workforce. The companies strongly oppose it, and several council members acknowledged there would be legal challenges ahead but said it was worth doing.\u003c/p>\n\u003caside class=\"pullquote alignright\">'My intent is to make sure that the people, the drivers, the workers in our community continue to have access to good wage jobs.'\u003ccite>Seattle Councilmember Mike O’Brien\u003c/cite>\u003c/aside>\n\u003cp>The measure requires companies that hire or contract with drivers of taxis, for-hire transportation companies and app-based ride-hailing services to bargain with their drivers, if a majority shows they want to be represented. Drivers would be represented by nonprofit organizations certified by the city.\u003c/p>\n\u003cp>Seattle has been a national leader on workers' rights, such as gradually raising the minimum wage to $15 and requiring most employers to provide paid sick leave.\u003c/p>\n\u003cp>\"My intent is to make sure that the people, the drivers, the workers in our community continue to have access to good wage jobs,\" Councilmember Mike O'Brien said. He added innovation can continue to happen, but it shouldn't be done at the expense of workers.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Many drivers in Seattle are immigrants who depend on full-time work, but some make less than minimum wage and lack basic worker rights, such as sick leave and protection from retaliation, he said.\u003c/p>\n\u003cp>[contextly_sidebar id=\"cD4eZlRSX1eM0jcx1iHjlhmRNpBVcMSd\"]\u003c/p>\n\u003cp>The National Labor Relations Act does not extend collective bargaining rights to independent contractors.\u003c/p>\n\u003cp>San Francisco-based Uber and others say federal labor law prevents cities from regulating collective bargaining, and the ordinance would violate federal antitrust laws. Opponents also argue it would be costly for the city to implement, it would violate drivers' privacy since their information would be given to the organization, and it would stifle the growth of the on-demand economy.\u003c/p>\n\u003cp>In a response to a request for a comment on the legislation, Uber said in a statement Monday it is \"creating new opportunities for many people to earn a better living on their own time and their own terms.\"\u003c/p>\n\u003cp>San Francisco-based Lyft urged the mayor and council to reconsider the measure and listen to those who seek the flexible economic opportunity the company offers.\u003c/p>\n\u003cp>\"Unfortunately, the ordinance passed today threatens the privacy of drivers, imposes substantial costs on passengers and the city, and conflicts with longstanding federal law,\" Lyft's statement said.\u003c/p>\n\u003cp>Charlotte Garden, an assistant law professor at Seattle University, said it's a \"virtual certainty\" that the ordinance will be challenged in court if it's enacted.\u003c/p>\n\u003cp>\"I anticipate that other cities will consider similar measures, but they may wait to see whether the ordinance survives review by a federal court,\" she said.\u003c/p>\n\u003cp>Meanwhile, Mayor Ed Murray told the council in a letter Monday that he supports the right of workers to unionize but has concerns about the bill. Murray worried about the unknown costs of administering the measure, the burden of rulemaking on city staff and the potential costs of defending it court.\u003c/p>\n\u003cfigure id=\"attachment_10794695\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/TNCDriver.jpg\" alt=\"Tevita Vainuku, 59, fiddles with his smartphone as he prepares to pick up his next Lyft customer on Aug. 31, 2015. Vainuku drives for Lyft and Uber six days a week.\" width=\"1920\" height=\"1189\" class=\"size-full wp-image-10794695\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/12/TNCDriver.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/TNCDriver-400x248.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/TNCDriver-800x495.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/TNCDriver-768x476.jpg 768w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/TNCDriver-1440x892.jpg 1440w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/TNCDriver-1180x731.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/TNCDriver-960x595.jpg 960w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Tevita Vainuku, 59, fiddles with his smartphone as he prepares to pick up his next Lyft customer on Aug. 31, 2015. Vainuku drives for Lyft and Uber six days a week. \u003ccite>(Ericka Cruz Guevarra/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Uber has about 400,000 drivers nationwide with about 10,000 in Seattle. Its rival, Lyft, also has thousands of drivers in Seattle but declined to give a specific number.\u003c/p>\n\u003cp>Legal experts have been mixed on how the bill would be challenged in court, including whether the ordinance violates antitrust laws because it would allow drivers to get together and set rates.\u003c/p>\n\u003cp>Uber is \u003ca href=\"http://ww2.kqed.org/news/2015/12/10/uber-drivers-class-action-lawsuit-expanded\" target=\"_blank\">facing a class-action lawsuit\u003c/a> in federal court in California over worker classification. The plaintiffs named in the suit say they are Uber employees, not independent contractors, and have been shortchanged on expenses and tips.\u003c/p>\n\u003cp>Uber and Lyft say drivers have flexibility in deciding when they work and how many hours, and many chose to drive to supplement their income. But drivers don't have a say in rate changes, can be deactivated at will and don't have access to worker protections such as sick leave and minimum wage laws, Dawn Gearhart, a representative with Teamsters Local 117.\u003c/p>\n\u003cp>Under the proposed ordinance, the city will give certified nonprofit organizations a list of eligible drivers at each company, and the groups must show that a majority of drivers of each company want representation. The organizations would then bargain on behalf of those drivers.\u003c/p>\n\u003cp>\"This is amazing,\" said Saad Melouchi, 30, who drives for Uber. \"I'm so happy for myself and for other drivers.\"\u003c/p>\n\u003cp>He said he would like to bargain over safety, living wage and other issues.\u003c/p>\n\u003cp>Some for-hire drivers who spoke at the public hearing urged the council to hold off on the legislation, saying they didn't have a voice in the process.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The Teamsters Union Local 117 also celebrated the vote, while the National Right To Work Legal Foundation criticized it as a violation of drivers' rights.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Seattle on Monday became the first city in the nation to allow drivers of ride-hailing companies such as Uber and Lyft to unionize over pay and working conditions.\u003c/p>\n\u003cp>Supporters erupted into cheers after the City Council voted 8-0 in favor of the legislation, which is seen as a test case for the changing 21st century workforce. The companies strongly oppose it, and several council members acknowledged there would be legal challenges ahead but said it was worth doing.\u003c/p>\n\u003caside class=\"pullquote alignright\">'My intent is to make sure that the people, the drivers, the workers in our community continue to have access to good wage jobs.'\u003ccite>Seattle Councilmember Mike O’Brien\u003c/cite>\u003c/aside>\n\u003cp>The measure requires companies that hire or contract with drivers of taxis, for-hire transportation companies and app-based ride-hailing services to bargain with their drivers, if a majority shows they want to be represented. Drivers would be represented by nonprofit organizations certified by the city.\u003c/p>\n\u003cp>Seattle has been a national leader on workers' rights, such as gradually raising the minimum wage to $15 and requiring most employers to provide paid sick leave.\u003c/p>\n\u003cp>\"My intent is to make sure that the people, the drivers, the workers in our community continue to have access to good wage jobs,\" Councilmember Mike O'Brien said. He added innovation can continue to happen, but it shouldn't be done at the expense of workers.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Many drivers in Seattle are immigrants who depend on full-time work, but some make less than minimum wage and lack basic worker rights, such as sick leave and protection from retaliation, he said.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>The National Labor Relations Act does not extend collective bargaining rights to independent contractors.\u003c/p>\n\u003cp>San Francisco-based Uber and others say federal labor law prevents cities from regulating collective bargaining, and the ordinance would violate federal antitrust laws. Opponents also argue it would be costly for the city to implement, it would violate drivers' privacy since their information would be given to the organization, and it would stifle the growth of the on-demand economy.\u003c/p>\n\u003cp>In a response to a request for a comment on the legislation, Uber said in a statement Monday it is \"creating new opportunities for many people to earn a better living on their own time and their own terms.\"\u003c/p>\n\u003cp>San Francisco-based Lyft urged the mayor and council to reconsider the measure and listen to those who seek the flexible economic opportunity the company offers.\u003c/p>\n\u003cp>\"Unfortunately, the ordinance passed today threatens the privacy of drivers, imposes substantial costs on passengers and the city, and conflicts with longstanding federal law,\" Lyft's statement said.\u003c/p>\n\u003cp>Charlotte Garden, an assistant law professor at Seattle University, said it's a \"virtual certainty\" that the ordinance will be challenged in court if it's enacted.\u003c/p>\n\u003cp>\"I anticipate that other cities will consider similar measures, but they may wait to see whether the ordinance survives review by a federal court,\" she said.\u003c/p>\n\u003cp>Meanwhile, Mayor Ed Murray told the council in a letter Monday that he supports the right of workers to unionize but has concerns about the bill. Murray worried about the unknown costs of administering the measure, the burden of rulemaking on city staff and the potential costs of defending it court.\u003c/p>\n\u003cfigure id=\"attachment_10794695\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/TNCDriver.jpg\" alt=\"Tevita Vainuku, 59, fiddles with his smartphone as he prepares to pick up his next Lyft customer on Aug. 31, 2015. Vainuku drives for Lyft and Uber six days a week.\" width=\"1920\" height=\"1189\" class=\"size-full wp-image-10794695\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/12/TNCDriver.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/TNCDriver-400x248.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/TNCDriver-800x495.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/TNCDriver-768x476.jpg 768w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/TNCDriver-1440x892.jpg 1440w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/TNCDriver-1180x731.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/TNCDriver-960x595.jpg 960w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Tevita Vainuku, 59, fiddles with his smartphone as he prepares to pick up his next Lyft customer on Aug. 31, 2015. Vainuku drives for Lyft and Uber six days a week. \u003ccite>(Ericka Cruz Guevarra/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Uber has about 400,000 drivers nationwide with about 10,000 in Seattle. Its rival, Lyft, also has thousands of drivers in Seattle but declined to give a specific number.\u003c/p>\n\u003cp>Legal experts have been mixed on how the bill would be challenged in court, including whether the ordinance violates antitrust laws because it would allow drivers to get together and set rates.\u003c/p>\n\u003cp>Uber is \u003ca href=\"http://ww2.kqed.org/news/2015/12/10/uber-drivers-class-action-lawsuit-expanded\" target=\"_blank\">facing a class-action lawsuit\u003c/a> in federal court in California over worker classification. The plaintiffs named in the suit say they are Uber employees, not independent contractors, and have been shortchanged on expenses and tips.\u003c/p>\n\u003cp>Uber and Lyft say drivers have flexibility in deciding when they work and how many hours, and many chose to drive to supplement their income. But drivers don't have a say in rate changes, can be deactivated at will and don't have access to worker protections such as sick leave and minimum wage laws, Dawn Gearhart, a representative with Teamsters Local 117.\u003c/p>\n\u003cp>Under the proposed ordinance, the city will give certified nonprofit organizations a list of eligible drivers at each company, and the groups must show that a majority of drivers of each company want representation. The organizations would then bargain on behalf of those drivers.\u003c/p>\n\u003cp>\"This is amazing,\" said Saad Melouchi, 30, who drives for Uber. \"I'm so happy for myself and for other drivers.\"\u003c/p>\n\u003cp>He said he would like to bargain over safety, living wage and other issues.\u003c/p>\n\u003cp>Some for-hire drivers who spoke at the public hearing urged the council to hold off on the legislation, saying they didn't have a voice in the process.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The Teamsters Union Local 117 also celebrated the vote, while the National Right To Work Legal Foundation criticized it as a violation of drivers' rights.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Two days after a San Francisco federal judge \u003ca href=\"http://ww2.kqed.org/news/2015/12/10/uber-drivers-class-action-lawsuit-expanded\" target=\"_blank\">expanded a lawsuit\u003c/a> by California drivers against Uber, the company sent out a new arbitration agreement that an attorney alleges is an attempt to \"potentially trick\" drivers into opting out of the class action.\u003c/p>\n\u003cp>Shannon Liss-Riordan, who filed the suit on behalf of drivers seeking to be classified as employees rather than independent contractors, wrote that she received between 100-200 inquiries from Uber drivers \"who have expressed confusion and dismay about the new agreement.\"\u003c/p>\n\u003cp>She filed a motion Friday asking U.S. District Judge Edward Chen to invalidate it.\u003c/p>\n\u003cp>\"Uber has attempted to usurp this Court's role of overseeing the process of issuing class notice and allowing drivers to have a full and fair opportunity, supervised by the Court, to learn about the case and choose whether or not to participate or opt out,\" the motion read.\u003c/p>\n\u003cp>Last Wednesday, Chen agreed to expand the suit to include drivers who signed recent arbitration clauses, which Liss-Riordan said would include \"many more thousands\" of drivers in the suit.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>[contextly_sidebar id=\"Dt3CpiEyhq9gvdXnR3PAkgUsEsDajHPJ\"]\u003c/p>\n\u003cp>Chen ruled the clause was unenforceable because it contained an illegal waiver for PAGA, the Private Attorney General Act, which allows a private citizen to sue on behalf of the state for labor code violations.\u003c/p>\n\u003cp>Uber officials say the company sent out a new agreement that clears this up and addresses Chen's concerns.\u003c/p>\n\u003cp>\"We believe strongly that our agreements are valid, but we are making some changes and clarifications to remove uncertainty for drivers and for us as we work through our multiple appeals on this issue,\" said an Uber spokesman.\u003c/p>\n\u003cp>The new 21-page contract was emailed to all Uber drivers on Friday. They are required to sign it before they can use the app and drive, the spokesman said, noting that drivers have 30 days to opt out of the arbitration clause.\u003c/p>\n\u003cp>But Liss-Riordan, in her motion, wrote that Uber's agreements \"mention nothing about class certification\" and give only a passing reference to the class-action lawsuit.\u003c/p>\n\u003cp>\"Drivers receiving the agreement would not realize that they are class members in this case, or that by agreeing and failing to opt out of the arbitration agreement, they may be giving up their right to participate,\" she wrote.\u003c/p>\n\u003cp>The class-action suit could potentially affect up to 160,000 Uber drivers in California, and if successful would mean drivers could be reimbursed for expenses.\u003c/p>\n\u003cp>Uber's lawyers say they informed Chen of the new agreements in court last week during a hearing in a different case involving Uber, and he \"understood both the need for Uber to send out new agreements in light of its rulings and why the planned rollout made sense.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>A hearing on the case is set for Thursday afternoon in Chen's courtroom.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Two days after a San Francisco federal judge \u003ca href=\"http://ww2.kqed.org/news/2015/12/10/uber-drivers-class-action-lawsuit-expanded\" target=\"_blank\">expanded a lawsuit\u003c/a> by California drivers against Uber, the company sent out a new arbitration agreement that an attorney alleges is an attempt to \"potentially trick\" drivers into opting out of the class action.\u003c/p>\n\u003cp>Shannon Liss-Riordan, who filed the suit on behalf of drivers seeking to be classified as employees rather than independent contractors, wrote that she received between 100-200 inquiries from Uber drivers \"who have expressed confusion and dismay about the new agreement.\"\u003c/p>\n\u003cp>She filed a motion Friday asking U.S. District Judge Edward Chen to invalidate it.\u003c/p>\n\u003cp>\"Uber has attempted to usurp this Court's role of overseeing the process of issuing class notice and allowing drivers to have a full and fair opportunity, supervised by the Court, to learn about the case and choose whether or not to participate or opt out,\" the motion read.\u003c/p>\n\u003cp>Last Wednesday, Chen agreed to expand the suit to include drivers who signed recent arbitration clauses, which Liss-Riordan said would include \"many more thousands\" of drivers in the suit.\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>\u003c/p>\u003cp>\u003c/p>\n\u003cp>Chen ruled the clause was unenforceable because it contained an illegal waiver for PAGA, the Private Attorney General Act, which allows a private citizen to sue on behalf of the state for labor code violations.\u003c/p>\n\u003cp>Uber officials say the company sent out a new agreement that clears this up and addresses Chen's concerns.\u003c/p>\n\u003cp>\"We believe strongly that our agreements are valid, but we are making some changes and clarifications to remove uncertainty for drivers and for us as we work through our multiple appeals on this issue,\" said an Uber spokesman.\u003c/p>\n\u003cp>The new 21-page contract was emailed to all Uber drivers on Friday. They are required to sign it before they can use the app and drive, the spokesman said, noting that drivers have 30 days to opt out of the arbitration clause.\u003c/p>\n\u003cp>But Liss-Riordan, in her motion, wrote that Uber's agreements \"mention nothing about class certification\" and give only a passing reference to the class-action lawsuit.\u003c/p>\n\u003cp>\"Drivers receiving the agreement would not realize that they are class members in this case, or that by agreeing and failing to opt out of the arbitration agreement, they may be giving up their right to participate,\" she wrote.\u003c/p>\n\u003cp>The class-action suit could potentially affect up to 160,000 Uber drivers in California, and if successful would mean drivers could be reimbursed for expenses.\u003c/p>\n\u003cp>Uber's lawyers say they informed Chen of the new agreements in court last week during a hearing in a different case involving Uber, and he \"understood both the need for Uber to send out new agreements in light of its rulings and why the planned rollout made sense.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>A hearing on the case is set for Thursday afternoon in Chen's courtroom.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Uber Suffers Setback in Drivers' Class-Action Lawsuit",
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"content": "\u003cp>A class-action lawsuit against Uber by drivers who claim they are employees and not independent contractors will be expanded to include thousands of additional drivers, a federal judge ruled Wednesday.\u003c/p>\n\u003cp>Judge Edward Chen \u003ca href=\"http://ww2.kqed.org/news/2015/09/01/judge-certifies-uber-drivers-lawsuit-as-a-class-action\" target=\"_blank\">certified the lawsuit as a class action in September\u003c/a>, but excluded drivers who signed recent contracts and did not opt out of an arbitration agreement.\u003c/p>\n\u003cp>At the time, an Uber spokeswoman interpreted the certification as affecting only \"a tiny fraction of the class that the plaintiffs were seeking.”\u003c/p>\n\u003cp>But Chen said the arbitration clause is unenforceable and expanded the suit to include all UberBlack, UberX and UberSUV drivers who signed up to drive with the company at any time since 2009. Limousine drivers were not included.\u003c/p>\n\u003cp>The judge also certified as a class action the drivers' attempt to get reimbursed for vehicle-related and cellphone expenses.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Shannon Liss-Riordan, the Boston labor attorney who filed the suit, said drivers who signed recent contracts \"unknowingly\" accepted the arbitration clause. She called Chen's ruling significant and said it \"will allow many thousands more Uber drivers to be covered by this case.\"\u003c/p>\n\u003cp>The suit could affect up to 160,000 Uber drivers in California and, if successful, potentially up-end the company's business model of relying on independent contractors who pay their own expenses.\u003c/p>\n\u003cp>The drivers argue they should be classified as employees. That would require Uber to withhold taxes and pay for unemployment, Social Security and workers' compensation.\u003c/p>\n\u003cp>In a written statement, an Uber spokeswoman said the company would immediately appeal Chen's ruling.\u003c/p>\n\u003cp>\"As employees, drivers would lose the personal flexibility they value most -- they would have set shifts, earn a fixed hourly wage and be unable to use other ridesharing apps,\" she said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>A jury trial in the case has been set for June.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A class-action lawsuit against Uber by drivers who claim they are employees and not independent contractors will be expanded to include thousands of additional drivers, a federal judge ruled Wednesday.\u003c/p>\n\u003cp>Judge Edward Chen \u003ca href=\"http://ww2.kqed.org/news/2015/09/01/judge-certifies-uber-drivers-lawsuit-as-a-class-action\" target=\"_blank\">certified the lawsuit as a class action in September\u003c/a>, but excluded drivers who signed recent contracts and did not opt out of an arbitration agreement.\u003c/p>\n\u003cp>At the time, an Uber spokeswoman interpreted the certification as affecting only \"a tiny fraction of the class that the plaintiffs were seeking.”\u003c/p>\n\u003cp>But Chen said the arbitration clause is unenforceable and expanded the suit to include all UberBlack, UberX and UberSUV drivers who signed up to drive with the company at any time since 2009. Limousine drivers were not included.\u003c/p>\n\u003cp>The judge also certified as a class action the drivers' attempt to get reimbursed for vehicle-related and cellphone expenses.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Shannon Liss-Riordan, the Boston labor attorney who filed the suit, said drivers who signed recent contracts \"unknowingly\" accepted the arbitration clause. She called Chen's ruling significant and said it \"will allow many thousands more Uber drivers to be covered by this case.\"\u003c/p>\n\u003cp>The suit could affect up to 160,000 Uber drivers in California and, if successful, potentially up-end the company's business model of relying on independent contractors who pay their own expenses.\u003c/p>\n\u003cp>The drivers argue they should be classified as employees. That would require Uber to withhold taxes and pay for unemployment, Social Security and workers' compensation.\u003c/p>\n\u003cp>In a written statement, an Uber spokeswoman said the company would immediately appeal Chen's ruling.\u003c/p>\n\u003cp>\"As employees, drivers would lose the personal flexibility they value most -- they would have set shifts, earn a fixed hourly wage and be unable to use other ridesharing apps,\" she said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>A jury trial in the case has been set for June.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Proposed Bike Yield Law Passes First Test at San Francisco City Hall",
"title": "Proposed Bike Yield Law Passes First Test at San Francisco City Hall",
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"content": "\u003cp>\u003cem>\u003cstrong>Update, 6:45 p.m.:\u003c/strong>\u003c/em> The Board of Supervisors land use committee voted 2-1 to send the proposed bike yield law to the full board, with Supervisor Malia Cohen dissenting. It's expected to be considered by the full Board of Supervisors on Dec. 15.\u003c/p>\n\u003cp>The vote came after a 90-minute hearing that drew a number of people who ride bikes and support a yield law, and several people with disabilities who oppose it.\u003c/p>\n\u003cp>\"If you want to increase the disability community, this is the way to do it,\" said Bruce Oka, a wheelchair user who is a former member of the SFMTA Board of Directors.\u003c/p>\n\u003cp>\"Fundamentally I don’t believe this proposal has been fully studied ... to support how this would work in a densely populated urban environment like San Francisco,\" said Carla Johnson, a longtime bike commuter who sits on the Mayor's Disability Council.\u003c/p>\n\u003cp class=\"p1\">Cohen supported a suggestion by Johnson that there be a pilot bike yield program, perhaps along The Wiggle, but ultimately said she could not support the legislation.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"I'm concerned that it will confuse the issue and create even greater misunderstandings between cyclists, drivers and pedestrians,\" said Cohen.\u003c/p>\n\u003cp>Officials from the San Francisco Department of Public Health and the San Francisco Municipal Transportation Agency also expressed reservations. A health department official said there was a lack of evidence the proposed policy would help reduce injuries and fatalities, while an SFMTA official said it could \"send an ambiguous signal to road users we might be removing predictability from the roadway.\"\u003c/p>\n\u003cp>But Supervisor John Avalos stressed the law is about focusing enforcement on dangerous behavior. He said he's amended the ordinance to address concerns from disability and pedestrian advocates, and has also tacked on an education campaign component.\u003c/p>\n\u003cp class=\"p1\">\"This is really about focus, defining what yield and safe bicycling is so law enforcement can focus traffic enforcement on the most egregious behaviors,\" said Avalos.\u003c/p>\n\u003cp class=\"p1\">Supervisor London Breed, who is co-sponsoring the legislation, agreed that limited police resources should \"be used for more important things.\"\u003c/p>\n\u003cp class=\"p1\">\"I personally witnessed crackdowns that I thought were just unfair and unjust. They involved people along The Wiggle who were clearly biking safely,\" said Breed.\u003c/p>\n\u003cp class=\"p1\">It's still unclear whether there are 11 votes to override a threatened mayoral veto. Supervisor Mark Farrell has said he is likely to support the legislation. Supervisor Katie Tang and Supervisor-elect Aaron Peskin have not indicated how they plan vote.\u003c/p>\n\u003cp class=\"p1\">\u003cem>\u003cstrong>Original story: \u003c/strong>\u003c/em>\u003c/p>\n\u003cp>A proposed law that would require San Francisco police to make ticketing bicyclists who roll safely through stop signs their lowest enforcement priority faces a crucial test at City Hall this afternoon.\u003c/p>\n\u003cp>The hearing before the Board of Supervisors Land Use and Transportation Committee comes as police confirm that officers have resumed \u003ca href=\"http://www.sfexaminer.com/bicycle-crackdown-continues-cyclists-fear-it-may-be-permanent/\" target=\"_blank\">beefed-up enforcement\u003c/a> of bicyclists along \u003ca href=\"https://localwiki.org/sf/The_Wiggle\">The Wiggle\u003c/a>, one of the city's most popular bike routes.\u003c/p>\n\u003cp>Advocates with the San Francisco Bicycle Coalition have decried the ongoing crackdown as an unnecessary use of police resources and say the focus should be on dangerous drivers who cause the majority of collisions involving severe injuries and deaths.\u003c/p>\n\u003cp>Police had pledged to focus on the five most dangerous driving behaviors as part of the city's Vision Zero campaign to end all traffic deaths. Capt. John Sanford, head of Park Station, which oversees The Wiggle, has said the enforcement against bike riders is largely \u003ca href=\"http://www.sfexaminer.com/park-station-captain-ends-controversial-bicycle-crackdown/\" target=\"_blank\">driven by complaints.\u003c/a>\u003c/p>\n\u003cp>Andrew Stoltzfus, a bike coalition member who commutes along The Wiggle, recently submitted a public records act request and discovered police dedicated 114 enforcement hours during a two-day crackdown in August. But he found no records for July or August of enforcement at the city's most dangerous intersection for bicyclists: Market and Octavia streets.\u003c/p>\n\u003cp>\"I think what the Police Department is doing is looking for where they can get tickets, but also just blindly reacting to the most vocal citizen complaints,\" said Stoltzfus.\u003c/p>\n\u003cp>In a letter to the land use committee opposing the proposed law, Police Chief Greg Suhr released collision numbers for the first nine months of 2015, which he says show bicyclists were at fault in 46 percent of collisions with motor vehicles. The letter also said bicyclists have been found at fault for a substantial share of the collisions involving stop-sign violations over the last several years: \u003c/p>\n\u003cblockquote>\u003cp>From January 1, 2010, to December 31, 2014, bicyclists have been at fault for 30 percent of the collisions resulting from a failure to stop at a stop sign in violation of CVC §22450(a); that equates to 129 of the 427 injury and fatal collisions during that time period. In the first nine months of 2015, January 1 through September 30, there have been 447 collisions between bicycles and motor vehicles, including two bicycle fatalities. The driver of the motor vehicle was at fault in 216 (48 percent) of the incidents, the bicyclist 206 (46 percent) of the total, and 25 (6 percent) incidents are unknown.\u003c/p>\u003c/blockquote>\n\u003cp>\"It is unacceptable to encourage someone to break a law that could result in injury or death because it is 'inconvenient' for the driver/bicyclist to come to a complete stop,\" Suhr wrote.\u003c/p>\n\u003cp>Safe streets advocates point out that the data cited by Suhr do not focus on what kind of behaviors are causing the most severe injuries and deaths. Previous numbers cited by the city say drivers caused 65 percent of fatal collisions from 2008-2012.\u003c/p>\n\u003cp>The 2010-2014 police numbers show drivers who failed to stop at a stop sign were at fault in a majority of the collisions: 70 percent. Advocates say it appears most cyclists who caused collisions during that time frame appear to be, for the most part, injuring themselves.\u003c/p>\n\u003cp>Stoltzfus said he is deeply skeptical of numbers released by the department, considering SFPD's troubling history of blaming bike riders in collisions. His colleague Amelie Le Moullac, was \u003ca href=\"http://ww2.kqed.org/news/2014/05/13/no-charges-for-driver-in-death-of-bicyclist-amelie-le-moullac\" target=\"_blank\">killed by a truck driver\u003c/a> while riding her bicycle in 2013. SFPD initially faulted her for causing the collision until an advocate uncovered surveillance video that showed the driver was at fault. The driver never faced criminal charges, but \u003ca href=\"http://ww2.kqed.org/news/2015/01/15/verdict-in-wrongful-death-suit-against-driver-who-killed-bicyclist\" target=\"_blank\">was found negligent\u003c/a> by a civil jury.\u003c/p>\n\u003cp>\"They have a reputation and a history of always assuming the bicyclist is at fault until they are proven with evidence otherwise,\" said Stolzfus.\u003c/p>\n\u003cp>Bike advocates say most cyclists safely maneuver through intersections without coming to a complete stop. They say that in other cities where bike yield laws have been adopted, there has been a decrease in collisions involving bicyclists.\u003c/p>\n\u003cp>Mayor Ed Lee has threatened to veto the legislation, \u003ca href=\"http://sf.streetsblog.org/2015/09/28/mayor-lee-vows-to-veto-bike-yield-law/\" target=\"_blank\">telling reporters\u003c/a> in September: \"I’m not willing to trade away safety for convenience, and any new law that reaches my desk has to enhance public safety, not create potential conflicts that can harm our residents.\"\u003c/p>\n\u003cp>The Mayor's Disability Council has also come out against the proposal, in a letter to the committee, \u003ca href=\"http://www.sfexaminer.com/supe-avalos-bike-yield-law-proposal-faces-key-votes/\" target=\"_blank\">according to the San Francisco Examiner\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>\"As it is today, some bicyclists consistently run red lights and fail to stop while pedestrians are in the intersection with the right of way,” the letter said. “Giving bicyclists permission to use their best judgment rather than following clear traffic laws would only make matters worse.”\u003c/p>\u003c/blockquote>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/2015/09/22/majority-of-s-f-supervisors-back-idaho-stop-proposal-for-cyclists\" target=\"_blank\">Six supervisors are co-sponsoring \u003c/a>the legislation by Avalos. It would take eight votes to override the veto. One of those undecided is Supervisor Malia Cohen, who sits on the land use committee and will cast a vote today.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>\u003cstrong>Update, 6:45 p.m.:\u003c/strong>\u003c/em> The Board of Supervisors land use committee voted 2-1 to send the proposed bike yield law to the full board, with Supervisor Malia Cohen dissenting. It's expected to be considered by the full Board of Supervisors on Dec. 15.\u003c/p>\n\u003cp>The vote came after a 90-minute hearing that drew a number of people who ride bikes and support a yield law, and several people with disabilities who oppose it.\u003c/p>\n\u003cp>\"If you want to increase the disability community, this is the way to do it,\" said Bruce Oka, a wheelchair user who is a former member of the SFMTA Board of Directors.\u003c/p>\n\u003cp>\"Fundamentally I don’t believe this proposal has been fully studied ... to support how this would work in a densely populated urban environment like San Francisco,\" said Carla Johnson, a longtime bike commuter who sits on the Mayor's Disability Council.\u003c/p>\n\u003cp class=\"p1\">Cohen supported a suggestion by Johnson that there be a pilot bike yield program, perhaps along The Wiggle, but ultimately said she could not support the legislation.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"I'm concerned that it will confuse the issue and create even greater misunderstandings between cyclists, drivers and pedestrians,\" said Cohen.\u003c/p>\n\u003cp>Officials from the San Francisco Department of Public Health and the San Francisco Municipal Transportation Agency also expressed reservations. A health department official said there was a lack of evidence the proposed policy would help reduce injuries and fatalities, while an SFMTA official said it could \"send an ambiguous signal to road users we might be removing predictability from the roadway.\"\u003c/p>\n\u003cp>But Supervisor John Avalos stressed the law is about focusing enforcement on dangerous behavior. He said he's amended the ordinance to address concerns from disability and pedestrian advocates, and has also tacked on an education campaign component.\u003c/p>\n\u003cp class=\"p1\">\"This is really about focus, defining what yield and safe bicycling is so law enforcement can focus traffic enforcement on the most egregious behaviors,\" said Avalos.\u003c/p>\n\u003cp class=\"p1\">Supervisor London Breed, who is co-sponsoring the legislation, agreed that limited police resources should \"be used for more important things.\"\u003c/p>\n\u003cp class=\"p1\">\"I personally witnessed crackdowns that I thought were just unfair and unjust. They involved people along The Wiggle who were clearly biking safely,\" said Breed.\u003c/p>\n\u003cp class=\"p1\">It's still unclear whether there are 11 votes to override a threatened mayoral veto. Supervisor Mark Farrell has said he is likely to support the legislation. Supervisor Katie Tang and Supervisor-elect Aaron Peskin have not indicated how they plan vote.\u003c/p>\n\u003cp class=\"p1\">\u003cem>\u003cstrong>Original story: \u003c/strong>\u003c/em>\u003c/p>\n\u003cp>A proposed law that would require San Francisco police to make ticketing bicyclists who roll safely through stop signs their lowest enforcement priority faces a crucial test at City Hall this afternoon.\u003c/p>\n\u003cp>The hearing before the Board of Supervisors Land Use and Transportation Committee comes as police confirm that officers have resumed \u003ca href=\"http://www.sfexaminer.com/bicycle-crackdown-continues-cyclists-fear-it-may-be-permanent/\" target=\"_blank\">beefed-up enforcement\u003c/a> of bicyclists along \u003ca href=\"https://localwiki.org/sf/The_Wiggle\">The Wiggle\u003c/a>, one of the city's most popular bike routes.\u003c/p>\n\u003cp>Advocates with the San Francisco Bicycle Coalition have decried the ongoing crackdown as an unnecessary use of police resources and say the focus should be on dangerous drivers who cause the majority of collisions involving severe injuries and deaths.\u003c/p>\n\u003cp>Police had pledged to focus on the five most dangerous driving behaviors as part of the city's Vision Zero campaign to end all traffic deaths. Capt. John Sanford, head of Park Station, which oversees The Wiggle, has said the enforcement against bike riders is largely \u003ca href=\"http://www.sfexaminer.com/park-station-captain-ends-controversial-bicycle-crackdown/\" target=\"_blank\">driven by complaints.\u003c/a>\u003c/p>\n\u003cp>Andrew Stoltzfus, a bike coalition member who commutes along The Wiggle, recently submitted a public records act request and discovered police dedicated 114 enforcement hours during a two-day crackdown in August. But he found no records for July or August of enforcement at the city's most dangerous intersection for bicyclists: Market and Octavia streets.\u003c/p>\n\u003cp>\"I think what the Police Department is doing is looking for where they can get tickets, but also just blindly reacting to the most vocal citizen complaints,\" said Stoltzfus.\u003c/p>\n\u003cp>In a letter to the land use committee opposing the proposed law, Police Chief Greg Suhr released collision numbers for the first nine months of 2015, which he says show bicyclists were at fault in 46 percent of collisions with motor vehicles. The letter also said bicyclists have been found at fault for a substantial share of the collisions involving stop-sign violations over the last several years: \u003c/p>\n\u003cblockquote>\u003cp>From January 1, 2010, to December 31, 2014, bicyclists have been at fault for 30 percent of the collisions resulting from a failure to stop at a stop sign in violation of CVC §22450(a); that equates to 129 of the 427 injury and fatal collisions during that time period. In the first nine months of 2015, January 1 through September 30, there have been 447 collisions between bicycles and motor vehicles, including two bicycle fatalities. The driver of the motor vehicle was at fault in 216 (48 percent) of the incidents, the bicyclist 206 (46 percent) of the total, and 25 (6 percent) incidents are unknown.\u003c/p>\u003c/blockquote>\n\u003cp>\"It is unacceptable to encourage someone to break a law that could result in injury or death because it is 'inconvenient' for the driver/bicyclist to come to a complete stop,\" Suhr wrote.\u003c/p>\n\u003cp>Safe streets advocates point out that the data cited by Suhr do not focus on what kind of behaviors are causing the most severe injuries and deaths. Previous numbers cited by the city say drivers caused 65 percent of fatal collisions from 2008-2012.\u003c/p>\n\u003cp>The 2010-2014 police numbers show drivers who failed to stop at a stop sign were at fault in a majority of the collisions: 70 percent. Advocates say it appears most cyclists who caused collisions during that time frame appear to be, for the most part, injuring themselves.\u003c/p>\n\u003cp>Stoltzfus said he is deeply skeptical of numbers released by the department, considering SFPD's troubling history of blaming bike riders in collisions. His colleague Amelie Le Moullac, was \u003ca href=\"http://ww2.kqed.org/news/2014/05/13/no-charges-for-driver-in-death-of-bicyclist-amelie-le-moullac\" target=\"_blank\">killed by a truck driver\u003c/a> while riding her bicycle in 2013. SFPD initially faulted her for causing the collision until an advocate uncovered surveillance video that showed the driver was at fault. The driver never faced criminal charges, but \u003ca href=\"http://ww2.kqed.org/news/2015/01/15/verdict-in-wrongful-death-suit-against-driver-who-killed-bicyclist\" target=\"_blank\">was found negligent\u003c/a> by a civil jury.\u003c/p>\n\u003cp>\"They have a reputation and a history of always assuming the bicyclist is at fault until they are proven with evidence otherwise,\" said Stolzfus.\u003c/p>\n\u003cp>Bike advocates say most cyclists safely maneuver through intersections without coming to a complete stop. They say that in other cities where bike yield laws have been adopted, there has been a decrease in collisions involving bicyclists.\u003c/p>\n\u003cp>Mayor Ed Lee has threatened to veto the legislation, \u003ca href=\"http://sf.streetsblog.org/2015/09/28/mayor-lee-vows-to-veto-bike-yield-law/\" target=\"_blank\">telling reporters\u003c/a> in September: \"I’m not willing to trade away safety for convenience, and any new law that reaches my desk has to enhance public safety, not create potential conflicts that can harm our residents.\"\u003c/p>\n\u003cp>The Mayor's Disability Council has also come out against the proposal, in a letter to the committee, \u003ca href=\"http://www.sfexaminer.com/supe-avalos-bike-yield-law-proposal-faces-key-votes/\" target=\"_blank\">according to the San Francisco Examiner\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>\"As it is today, some bicyclists consistently run red lights and fail to stop while pedestrians are in the intersection with the right of way,” the letter said. “Giving bicyclists permission to use their best judgment rather than following clear traffic laws would only make matters worse.”\u003c/p>\u003c/blockquote>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/2015/09/22/majority-of-s-f-supervisors-back-idaho-stop-proposal-for-cyclists\" target=\"_blank\">Six supervisors are co-sponsoring \u003c/a>the legislation by Avalos. It would take eight votes to override the veto. One of those undecided is Supervisor Malia Cohen, who sits on the land use committee and will cast a vote today.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Are Uber and Lyft Really 'Disrupting' Transportation?",
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"content": "\u003cp>Despite all the buzz about how ride services such as Uber and Lyft are \"revolutionizing\" urban transportation, very little data have been available to show just how they might be changing driving habits in the Bay Area or California.\u003c/p>\n\u003cp>How many people are ditching their cars and taking Lyft? How many transit riders are using Uber to get to and from a train or bus? Are some leaving transit altogether? Are ride services contributing to congestion, and how are they impacting the environment?\u003c/p>\n\u003cp>\"As a transportation policy person, right now I'm agnostic with these modes about whether they're quote 'good or bad' for the city,\" said Timothy Papandreou, director of innovation for the San Francisco Municipal Transportation Agency. \"Until we find out the data, we can't really have an opinion.\"\u003c/p>\n\u003cp>The questions have been difficult to answer, in part because the companies have been reluctant to share data, even with local government agencies, fearing detailed information could be made public and reveal trade secrets.\u003c/p>\n\u003cp>Last month, the California Public Utilities Commission \u003ca href=\"http://ww2.kqed.org/news/2015/11/16/california-regulators-offer-a-tiny-glimpse-of-data-from-uber-and-lyft\">released a tiny snapshot\u003c/a> of the data the companies are required to submit to regulators, but it was hard to draw any conclusions because the data were so vague.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>All this might be about to change, however, now that Uber and Lyft have agreed to take part in \u003ca href=\"http://switchboard.nrdc.org/blogs/aeaken/nrdc_urban_solutions_to_lead_f.html\">a first-of-its-kind study\u003c/a> by UC Berkeley's Transportation Sustainability Research Center and the Natural Resources Defense Council.\u003c/p>\n\u003cp>SFMTA officials are also conducting their own local survey, and ride-service companies say they are starting to work with some government planning agencies to at least hand over some data in a form they're comfortable with.\u003c/p>\n\u003cp>Lyft's director of transportation, Emily Castor, has pointed out that more than data are needed to understand how ride services might be changing travel habits.\u003c/p>\n\u003cp>\"To really understand how our platform affects vehicle miles traveled, or greenhouse gas emissions, you need a comprehensive picture that actually exceeds the scope of Lyft data. You need to know what other kinds of transportation behavior people are engaging in,\" said Castor.\u003c/p>\n\u003cp>The UC Berkeley/NRDC study will be led by Susan Shaheen, a professor and noted transportation expert at Cal, and Amanda Eaken, the NRDC's deputy director of urban solutions and sustainable communities.\u003c/p>\n\u003cp>Eaken said the study is needed not only to test theories about how ride services are affecting the transportation sector, but also to advise cities and states about how to regulate and respond to these new companies.\u003c/p>\n\u003cp>What is particularly groundbreaking about the study, said Eaken, is that Uber and Lyft have agreed to turn over data, as well as embark on user surveys that ask questions like: What would you have done if Uber and Lyft were not available? Eaken stresses that the companies will have no editorial control over the results and are not providing any funding.\u003c/p>\n\u003cp>\"The core of our research that we're really trying to get at is what modes are people leaving in order to use these [ride services],\" said Eaken. \"Maybe it's that it's more annoying to sit in traffic yourself and then have to circle for parking. We don't know, but what we do know is that there's a lot of dissatisfaction with the current transportation system.\"\u003c/p>\n\u003cp>The SFMTA's Papandreou is particularly interested in the number of trips in San Francisco, or basically a sample of how many people start and end trips by Zip code and their lengths. He also wants to know \u003cspan style=\"line-height: 1.5\">how many people are using carpool services like UberPool and LyftLine. Uber says more than 50 percent of its riders in San Francisco use UberPool.\u003c/span>\u003c/p>\n\u003cp>\"My personal goal is to see them integrated into the transport system and then become that option of first-last mile trip from longer travel transit or longer-travel higher-occupancy carpooling,\" said Papandreou.\u003c/p>\n\u003cp>More people in carpools mean fewer cars on the road. But, he said, \"if they're really just an on-demand taxi service, then it hasn't helped the situation.\" The SFMTA is currently conducting a survey of 1,000 San Franciscans that it hopes will paint a better picture of how ride services are being used.\u003c/p>\n\u003cp>Overall, the transportation network companies still amount to less than 1 percent of all transportation modes in San Francisco, similar to taxis, according to the SFMTA. But \u003ca href=\"http://sf.streetsblog.org/2015/02/03/new-data-shows-most-trips-in-sf-are-made-without-a-private-automobile/\" target=\"_blank\">more people are getting around without private automobiles\u003c/a>.\u003c/p>\n\u003cp>The study by UC Berkeley and NRDC will focus on cities with ride-service pools, \u003ca href=\"http://www.newsweek.com/uber-environmental-impact-nrdc-berkeley-395714\">according to Newsweek\u003c/a>, and include San Francisco, Los Angeles, Washington, D.C., and New York.\u003c/p>\n\u003cp>New York City officials, according to a \u003ca href=\"http://www.wsj.com/articles/new-york-city-report-to-blame-uber-other-services-for-congestion-1449087461\" target=\"_blank\">Wall Street Journal report\u003c/a>, are expected to release their own study soon on how ride services are impacting congestion in Manhattan. Mayor Bill de Blasio had attempted to put a cap on ride-service vehicles, but backed down after Uber led a\u003ca href=\"http://www.slate.com/articles/business/moneybox/2015/11/uber_won_new_york_city_it_only_took_five_years.html\" target=\"_blank\"> relentless campaign to defeat it.\u003c/a>\u003c/p>\n\u003cp>In San Francisco, taxi drivers claim they have seen more congestion as a result of ride-service drivers. Transportation officials say they are actually seeing a decline in vehicle miles traveled, but how ride services are influencing that remains an open question.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Eaken said her team hopes to release the results of the study sometime next fall.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Despite all the buzz about how ride services such as Uber and Lyft are \"revolutionizing\" urban transportation, very little data have been available to show just how they might be changing driving habits in the Bay Area or California.\u003c/p>\n\u003cp>How many people are ditching their cars and taking Lyft? How many transit riders are using Uber to get to and from a train or bus? Are some leaving transit altogether? Are ride services contributing to congestion, and how are they impacting the environment?\u003c/p>\n\u003cp>\"As a transportation policy person, right now I'm agnostic with these modes about whether they're quote 'good or bad' for the city,\" said Timothy Papandreou, director of innovation for the San Francisco Municipal Transportation Agency. \"Until we find out the data, we can't really have an opinion.\"\u003c/p>\n\u003cp>The questions have been difficult to answer, in part because the companies have been reluctant to share data, even with local government agencies, fearing detailed information could be made public and reveal trade secrets.\u003c/p>\n\u003cp>Last month, the California Public Utilities Commission \u003ca href=\"http://ww2.kqed.org/news/2015/11/16/california-regulators-offer-a-tiny-glimpse-of-data-from-uber-and-lyft\">released a tiny snapshot\u003c/a> of the data the companies are required to submit to regulators, but it was hard to draw any conclusions because the data were so vague.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>All this might be about to change, however, now that Uber and Lyft have agreed to take part in \u003ca href=\"http://switchboard.nrdc.org/blogs/aeaken/nrdc_urban_solutions_to_lead_f.html\">a first-of-its-kind study\u003c/a> by UC Berkeley's Transportation Sustainability Research Center and the Natural Resources Defense Council.\u003c/p>\n\u003cp>SFMTA officials are also conducting their own local survey, and ride-service companies say they are starting to work with some government planning agencies to at least hand over some data in a form they're comfortable with.\u003c/p>\n\u003cp>Lyft's director of transportation, Emily Castor, has pointed out that more than data are needed to understand how ride services might be changing travel habits.\u003c/p>\n\u003cp>\"To really understand how our platform affects vehicle miles traveled, or greenhouse gas emissions, you need a comprehensive picture that actually exceeds the scope of Lyft data. You need to know what other kinds of transportation behavior people are engaging in,\" said Castor.\u003c/p>\n\u003cp>The UC Berkeley/NRDC study will be led by Susan Shaheen, a professor and noted transportation expert at Cal, and Amanda Eaken, the NRDC's deputy director of urban solutions and sustainable communities.\u003c/p>\n\u003cp>Eaken said the study is needed not only to test theories about how ride services are affecting the transportation sector, but also to advise cities and states about how to regulate and respond to these new companies.\u003c/p>\n\u003cp>What is particularly groundbreaking about the study, said Eaken, is that Uber and Lyft have agreed to turn over data, as well as embark on user surveys that ask questions like: What would you have done if Uber and Lyft were not available? Eaken stresses that the companies will have no editorial control over the results and are not providing any funding.\u003c/p>\n\u003cp>\"The core of our research that we're really trying to get at is what modes are people leaving in order to use these [ride services],\" said Eaken. \"Maybe it's that it's more annoying to sit in traffic yourself and then have to circle for parking. We don't know, but what we do know is that there's a lot of dissatisfaction with the current transportation system.\"\u003c/p>\n\u003cp>The SFMTA's Papandreou is particularly interested in the number of trips in San Francisco, or basically a sample of how many people start and end trips by Zip code and their lengths. He also wants to know \u003cspan style=\"line-height: 1.5\">how many people are using carpool services like UberPool and LyftLine. Uber says more than 50 percent of its riders in San Francisco use UberPool.\u003c/span>\u003c/p>\n\u003cp>\"My personal goal is to see them integrated into the transport system and then become that option of first-last mile trip from longer travel transit or longer-travel higher-occupancy carpooling,\" said Papandreou.\u003c/p>\n\u003cp>More people in carpools mean fewer cars on the road. But, he said, \"if they're really just an on-demand taxi service, then it hasn't helped the situation.\" The SFMTA is currently conducting a survey of 1,000 San Franciscans that it hopes will paint a better picture of how ride services are being used.\u003c/p>\n\u003cp>Overall, the transportation network companies still amount to less than 1 percent of all transportation modes in San Francisco, similar to taxis, according to the SFMTA. But \u003ca href=\"http://sf.streetsblog.org/2015/02/03/new-data-shows-most-trips-in-sf-are-made-without-a-private-automobile/\" target=\"_blank\">more people are getting around without private automobiles\u003c/a>.\u003c/p>\n\u003cp>The study by UC Berkeley and NRDC will focus on cities with ride-service pools, \u003ca href=\"http://www.newsweek.com/uber-environmental-impact-nrdc-berkeley-395714\">according to Newsweek\u003c/a>, and include San Francisco, Los Angeles, Washington, D.C., and New York.\u003c/p>\n\u003cp>New York City officials, according to a \u003ca href=\"http://www.wsj.com/articles/new-york-city-report-to-blame-uber-other-services-for-congestion-1449087461\" target=\"_blank\">Wall Street Journal report\u003c/a>, are expected to release their own study soon on how ride services are impacting congestion in Manhattan. Mayor Bill de Blasio had attempted to put a cap on ride-service vehicles, but backed down after Uber led a\u003ca href=\"http://www.slate.com/articles/business/moneybox/2015/11/uber_won_new_york_city_it_only_took_five_years.html\" target=\"_blank\"> relentless campaign to defeat it.\u003c/a>\u003c/p>\n\u003cp>In San Francisco, taxi drivers claim they have seen more congestion as a result of ride-service drivers. Transportation officials say they are actually seeing a decline in vehicle miles traveled, but how ride services are influencing that remains an open question.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Eaken said her team hopes to release the results of the study sometime next fall.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "San Francisco to End Most Towing Fees for Victims of Car Theft",
"title": "San Francisco to End Most Towing Fees for Victims of Car Theft",
"headTitle": "News Fix | KQED News",
"content": "\u003cp>Victims of car theft in San Francisco have complained for years about the sky-high fees the city charges to get their cars back.\u003c/p>\n\u003cp>Those who have suffered the indignity of having their rides ripped off have faced a series of expensive hassles if police happen to find their cars. Typically, officers will order the vehicle towed from wherever its found if the owner fails to arrive at the scene within 20 minutes. That tow costs the owner a $225.25 fee for the city's contractor to haul the car to an impound lot near the Hall of Justice at Seventh and Bryant streets.\u003c/p>\n\u003cp>If owners don't pick up their stolen-and-now-towed vehicles within four hours, then they start racking up storage fees. That's $68.25 a day.\u003c/p>\n\u003cp>It's been even worse for nonresidents who have the misfortune to have cars recovered and towed in San Francisco. The city hits them with an extra $269 in fees.\u003c/p>\n\u003cp>All that is changing Tuesday.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The San Francisco Municipal Transportation Agency, which sets the towing and storage fees, has decreed an end to most tow fees on stolen cars. Nonresidents will still face a $133 administrative fee to pick up their stolen cars.\u003c/p>\n\u003cp>The SFMTA is also extending the grace period for owners to pick up their cars from the city impound lot. San Francisco residents will get 48 hours to retrieve their cars before storage fees kick in; nonresidents will get 24 hours.\u003c/p>\n\u003cp>The only caveat: A police report must be filed with and verified by the Police Department in order to get towing fees waived.\u003c/p>\n\u003cp>Robert Lyles, an SFMTA spokesman, said the agency took into account public complaints and reconsidered the fees in November during its review of a new contract with AutoReturn, the company that manages tows in San Francisco.\u003c/p>\n\u003cp>One of those who was unhappy with the fees was San Francisco resident Ian Monroe, a climate and energy lecturer at Stanford.\u003c/p>\n\u003cp>He paid more than $800 in towing and storage fees after his battered Honda Civic was stolen twice in the city. Monroe was featured on a KQED Bay Curious story -- \u003ca href=\"http://ww2.kqed.org/news/2015/06/02/why-is-towing-so-expensive-in-san-francisco\" target=\"_blank\">Why is Towing So Expensive in San Francisco?\u003c/a> -- that explored the reasons the city charges more for towing than New York, Chicago, Los Angeles, San Jose and Oakland -- and most other big towns.\u003c/p>\n\u003cp>“This is fantastic news,\" Monroe said of the SFMTA's new fee schedule. \"I'm really glad that drivers in San Francisco won't have to go through what I went through. But I do wish that change was made 10 years ago.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Below: San Francisco's new fee schedules for stolen cars that are found and towed:\u003c/p>\n\u003ctable>\n\u003ctbody>\n\u003ctr>\n\u003ctd rowspan=\"2\" width=\"204\">\u003cstrong>\u003cu>Type of Fee\u003c/u>\u003c/strong>\u003c/td>\n\u003ctd colspan=\"2\" width=\"234\">\u003cstrong>\u003cu>Old Policy\u003c/u>\u003c/strong>\u003c/td>\n\u003ctd colspan=\"2\" width=\"234\">\u003cstrong>\u003cu>New Policy,\u003c/u>\u003cbr>\nas of Dec. 1, 2015\u003c/strong>\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"109\">\u003cu>S.F. Residents\u003c/u>\u003c/td>\n\u003ctd width=\"124\">\u003cu>Nonresidents\u003c/u>\u003c/td>\n\u003ctd width=\"108\">\u003cu>S.F. Residents\u003c/u>\u003c/td>\n\u003ctd width=\"126\">\u003cu>Nonresidents\u003c/u>\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"204\">SFMTA Administrative Tow Fee ($266.00)\u003c/td>\n\u003ctd width=\"109\">Waived\u003c/td>\n\u003ctd width=\"124\">No waiver\u003c/td>\n\u003ctd width=\"108\">Waived\u003c/td>\n\u003ctd width=\"126\">50% waived\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"204\">SFMTA Administrative Storage Fee ($3.00)\u003c/td>\n\u003ctd width=\"109\">Waived\u003c/td>\n\u003ctd width=\"124\">No waiver\u003c/td>\n\u003ctd width=\"108\">Waived\u003c/td>\n\u003ctd width=\"126\">Waived\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"204\">Contractor’s Tow Fee (S225.75)\u003c/td>\n\u003ctd width=\"109\">No Waiver\u003c/td>\n\u003ctd width=\"124\">No Waiver\u003c/td>\n\u003ctd width=\"108\">Waived\u003c/td>\n\u003ctd width=\"126\">Waived\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"204\">Contractor’s Storage Fee ($68.25)\u003c/td>\n\u003ctd width=\"109\">4-hour grace period before storage fees begin to accrue\u003c/td>\n\u003ctd width=\"124\">4-hour grace period before storage fees begin to accrue\u003c/td>\n\u003ctd width=\"108\">48-hour grace period before storage fees begin to accrue\u003c/td>\n\u003ctd width=\"126\">24-hour grace period before storage fees begin to accrue\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd colspan=\"3\">\u003csmall>\u003cem>Source: San Francisco Municipal Transportation Agency\u003c/em>\u003c/small>\u003c/td>\n\u003c/tr>\n\u003c/tbody>\n\u003c/table>\n\n",
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"excerpt": "City transportation agency decrees an end to most charges and gives owners more time to retrieve their stolen and towed vehicles. ",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Victims of car theft in San Francisco have complained for years about the sky-high fees the city charges to get their cars back.\u003c/p>\n\u003cp>Those who have suffered the indignity of having their rides ripped off have faced a series of expensive hassles if police happen to find their cars. Typically, officers will order the vehicle towed from wherever its found if the owner fails to arrive at the scene within 20 minutes. That tow costs the owner a $225.25 fee for the city's contractor to haul the car to an impound lot near the Hall of Justice at Seventh and Bryant streets.\u003c/p>\n\u003cp>If owners don't pick up their stolen-and-now-towed vehicles within four hours, then they start racking up storage fees. That's $68.25 a day.\u003c/p>\n\u003cp>It's been even worse for nonresidents who have the misfortune to have cars recovered and towed in San Francisco. The city hits them with an extra $269 in fees.\u003c/p>\n\u003cp>All that is changing Tuesday.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The San Francisco Municipal Transportation Agency, which sets the towing and storage fees, has decreed an end to most tow fees on stolen cars. Nonresidents will still face a $133 administrative fee to pick up their stolen cars.\u003c/p>\n\u003cp>The SFMTA is also extending the grace period for owners to pick up their cars from the city impound lot. San Francisco residents will get 48 hours to retrieve their cars before storage fees kick in; nonresidents will get 24 hours.\u003c/p>\n\u003cp>The only caveat: A police report must be filed with and verified by the Police Department in order to get towing fees waived.\u003c/p>\n\u003cp>Robert Lyles, an SFMTA spokesman, said the agency took into account public complaints and reconsidered the fees in November during its review of a new contract with AutoReturn, the company that manages tows in San Francisco.\u003c/p>\n\u003cp>One of those who was unhappy with the fees was San Francisco resident Ian Monroe, a climate and energy lecturer at Stanford.\u003c/p>\n\u003cp>He paid more than $800 in towing and storage fees after his battered Honda Civic was stolen twice in the city. Monroe was featured on a KQED Bay Curious story -- \u003ca href=\"http://ww2.kqed.org/news/2015/06/02/why-is-towing-so-expensive-in-san-francisco\" target=\"_blank\">Why is Towing So Expensive in San Francisco?\u003c/a> -- that explored the reasons the city charges more for towing than New York, Chicago, Los Angeles, San Jose and Oakland -- and most other big towns.\u003c/p>\n\u003cp>“This is fantastic news,\" Monroe said of the SFMTA's new fee schedule. \"I'm really glad that drivers in San Francisco won't have to go through what I went through. But I do wish that change was made 10 years ago.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Below: San Francisco's new fee schedules for stolen cars that are found and towed:\u003c/p>\n\u003ctable>\n\u003ctbody>\n\u003ctr>\n\u003ctd rowspan=\"2\" width=\"204\">\u003cstrong>\u003cu>Type of Fee\u003c/u>\u003c/strong>\u003c/td>\n\u003ctd colspan=\"2\" width=\"234\">\u003cstrong>\u003cu>Old Policy\u003c/u>\u003c/strong>\u003c/td>\n\u003ctd colspan=\"2\" width=\"234\">\u003cstrong>\u003cu>New Policy,\u003c/u>\u003cbr>\nas of Dec. 1, 2015\u003c/strong>\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"109\">\u003cu>S.F. Residents\u003c/u>\u003c/td>\n\u003ctd width=\"124\">\u003cu>Nonresidents\u003c/u>\u003c/td>\n\u003ctd width=\"108\">\u003cu>S.F. Residents\u003c/u>\u003c/td>\n\u003ctd width=\"126\">\u003cu>Nonresidents\u003c/u>\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"204\">SFMTA Administrative Tow Fee ($266.00)\u003c/td>\n\u003ctd width=\"109\">Waived\u003c/td>\n\u003ctd width=\"124\">No waiver\u003c/td>\n\u003ctd width=\"108\">Waived\u003c/td>\n\u003ctd width=\"126\">50% waived\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"204\">SFMTA Administrative Storage Fee ($3.00)\u003c/td>\n\u003ctd width=\"109\">Waived\u003c/td>\n\u003ctd width=\"124\">No waiver\u003c/td>\n\u003ctd width=\"108\">Waived\u003c/td>\n\u003ctd width=\"126\">Waived\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"204\">Contractor’s Tow Fee (S225.75)\u003c/td>\n\u003ctd width=\"109\">No Waiver\u003c/td>\n\u003ctd width=\"124\">No Waiver\u003c/td>\n\u003ctd width=\"108\">Waived\u003c/td>\n\u003ctd width=\"126\">Waived\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"204\">Contractor’s Storage Fee ($68.25)\u003c/td>\n\u003ctd width=\"109\">4-hour grace period before storage fees begin to accrue\u003c/td>\n\u003ctd width=\"124\">4-hour grace period before storage fees begin to accrue\u003c/td>\n\u003ctd width=\"108\">48-hour grace period before storage fees begin to accrue\u003c/td>\n\u003ctd width=\"126\">24-hour grace period before storage fees begin to accrue\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd colspan=\"3\">\u003csmall>\u003cem>Source: San Francisco Municipal Transportation Agency\u003c/em>\u003c/small>\u003c/td>\n\u003c/tr>\n\u003c/tbody>\n\u003c/table>\n\n\u003c/div>\u003c/p>",
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"title": "With Rising Number of Highway Deaths, California Bucks National Trend",
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"headTitle": "With Rising Number of Highway Deaths, California Bucks National Trend | KQED",
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"content": "\u003cp>Federal highway safety data released Tuesday show the traffic death toll in California continues to trend upward even as the number of people who die on roads nationwide holds steady.\u003c/p>\n\u003cp>\u003ca href=\"http://www-nrd.nhtsa.dot.gov/Pubs/812219.pdf\" target=\"_blank\" rel=\"noopener\">The National Highway Traffic Safety Administration reported\u003c/a> that 32,675 people — vehicle drivers, their passengers, pedestrians and cyclists — died in collisions in 2014. On the one hand, that’s terrible, the equivalent of erasing the entire population of Menlo Park in the course of a year.\u003c/p>\n\u003cp>Another 2.3 million people were injured in crashes nationwide — equal to the combined population of San Jose, San Francisco and Oakland.\u003c/p>\n\u003cp>On the other hand, the 2014 death toll was down 44 deaths, or 0.1 percent of the total, from the year before. That’s part of a long-term trend that has seen the number of yearly road deaths decline from more than 50,000, a level exceeded 11 times between the mid-1960s and early ’80s, to a modern low of 32,479 in 2011.\u003c/p>\n\u003cp>NHTSA released a second set of statistics that the agency said is cause for concern: Preliminary data for the first six months of 2015 that show an 8.1 percent jump in deaths compared with the same period in 2014.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The federal safety agency said California’s death toll in motor-vehicle collisions last year was 3,074. That’s up 2.5 percent from the 2013 toll of 3,000 and was the fourth year in a row that vehicle-related fatalities have increased in the state. Overall, vehicle-involved fatalities in California have risen 13.2 percent since hitting a modern low of 2,715 in 2010.\u003c/p>\n\u003cp>California’s Highway Death Toll\u003c/p>\n\u003ctable width=\"400\" align=\"right\">\n\u003ctbody>\n\u003ctr>\n\u003ctd width=\"300\">\u003cstrong>Year\u003c/strong>\u003c/td>\n\u003ctd>\u003cstrong>Deaths\u003c/strong>\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"300\">2014\u003c/td>\n\u003ctd>3,074\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"300\">2013\u003c/td>\n\u003ctd>3,000\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"300\">2012\u003c/td>\n\u003ctd>2,857\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"300\">2011\u003c/td>\n\u003ctd>2,791\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"300\">2010\u003c/td>\n\u003ctd>2,715\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"300\">2009\u003c/td>\n\u003ctd>2,816\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"300\">2008\u003c/td>\n\u003ctd>3,434\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"300\">2007\u003c/td>\n\u003ctd>3,974\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"300\">2006\u003c/td>\n\u003ctd>4,236\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"300\">2005\u003c/td>\n\u003ctd>4,329\u003c/td>\n\u003c/tr>\n\u003c/tbody>\n\u003c/table>\n\u003cp>The state’s rate of deaths per 100 million vehicle miles traveled (VMT), a common measuring stick for traffic statistics, is rising, too, though it remains below the national rate. In 2013, the most recent year for which that data is available, the U.S. rate was 1.09 deaths per 100 million VMT; California’s rate was 0.94.\u003c/p>\n\u003cp>There’s no definitive answer for why California’s death toll is rising, says Chris Cochrane of the state \u003ca href=\"http://www.ots.ca.gov/\" target=\"_blank\" rel=\"noopener\">Office of Traffic Safety\u003c/a>. But he says one likely factor is the rise and fall and rise of the state’s economy.\u003c/p>\n\u003cp>In 2005, at the height of the boom/bubble that preceded the recession, the death toll from vehicle collisions stood at 4,329. The death toll declined throughout the ensuing recession. The 2010 low point of 2,715 — a decline of 37.2 percent over five years — coincided with the nadir of the state’s economy.\u003c/p>\n\u003cp>“Every time there’s been a recession in California, there’s been a decline in roadway fatalities,” Cochrane said. “It was the same this time. But there was a bigger recession, and a bigger decline in fatalities.”\u003c/p>\n\u003cp>Cochrane added that analysts don’t have enough data to tell how much of the increase in fatalities might be due to drivers’ use of smartphones.\u003c/p>\n\u003cp>“Everybody ‘knows’ — in quotes –that it’s a huge problem,” Cochrane said, with some investigators and analysts estimating that personal electronic devices are involved in 10 percent to 20 percent of crashes.\u003c/p>\n\u003cp>“It’s extremely hard to quantify because of the nature of the act itself,” he says. “If someone’s been drinking, you can measure that in their blood. If they’ve been speeding, there’s evidence of that. It’s harder to pin it on a cellphone,” he said, unless there’s a witness to a crash or a survivor who volunteers that information.\u003c/p>\n\u003cp>The federal statistics released Tuesday did not break out the number of pedestrians and bicyclists killed in California in collisions with motor vehicles in 2014. Nationwide, a total of 4,884 pedestrians and 726 cyclists lost their lives in such crashes.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>That compares to 4,735 pedestrians and 741 cyclists killed in vehicle crashes in 2013. The toll in California that year was 701 pedestrians and 141 cyclists.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Federal highway safety data released Tuesday show the traffic death toll in California continues to trend upward even as the number of people who die on roads nationwide holds steady.\u003c/p>\n\u003cp>\u003ca href=\"http://www-nrd.nhtsa.dot.gov/Pubs/812219.pdf\" target=\"_blank\" rel=\"noopener\">The National Highway Traffic Safety Administration reported\u003c/a> that 32,675 people — vehicle drivers, their passengers, pedestrians and cyclists — died in collisions in 2014. On the one hand, that’s terrible, the equivalent of erasing the entire population of Menlo Park in the course of a year.\u003c/p>\n\u003cp>Another 2.3 million people were injured in crashes nationwide — equal to the combined population of San Jose, San Francisco and Oakland.\u003c/p>\n\u003cp>On the other hand, the 2014 death toll was down 44 deaths, or 0.1 percent of the total, from the year before. That’s part of a long-term trend that has seen the number of yearly road deaths decline from more than 50,000, a level exceeded 11 times between the mid-1960s and early ’80s, to a modern low of 32,479 in 2011.\u003c/p>\n\u003cp>NHTSA released a second set of statistics that the agency said is cause for concern: Preliminary data for the first six months of 2015 that show an 8.1 percent jump in deaths compared with the same period in 2014.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The federal safety agency said California’s death toll in motor-vehicle collisions last year was 3,074. That’s up 2.5 percent from the 2013 toll of 3,000 and was the fourth year in a row that vehicle-related fatalities have increased in the state. Overall, vehicle-involved fatalities in California have risen 13.2 percent since hitting a modern low of 2,715 in 2010.\u003c/p>\n\u003cp>California’s Highway Death Toll\u003c/p>\n\u003ctable width=\"400\" align=\"right\">\n\u003ctbody>\n\u003ctr>\n\u003ctd width=\"300\">\u003cstrong>Year\u003c/strong>\u003c/td>\n\u003ctd>\u003cstrong>Deaths\u003c/strong>\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"300\">2014\u003c/td>\n\u003ctd>3,074\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"300\">2013\u003c/td>\n\u003ctd>3,000\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"300\">2012\u003c/td>\n\u003ctd>2,857\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"300\">2011\u003c/td>\n\u003ctd>2,791\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"300\">2010\u003c/td>\n\u003ctd>2,715\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"300\">2009\u003c/td>\n\u003ctd>2,816\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"300\">2008\u003c/td>\n\u003ctd>3,434\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"300\">2007\u003c/td>\n\u003ctd>3,974\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"300\">2006\u003c/td>\n\u003ctd>4,236\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"300\">2005\u003c/td>\n\u003ctd>4,329\u003c/td>\n\u003c/tr>\n\u003c/tbody>\n\u003c/table>\n\u003cp>The state’s rate of deaths per 100 million vehicle miles traveled (VMT), a common measuring stick for traffic statistics, is rising, too, though it remains below the national rate. In 2013, the most recent year for which that data is available, the U.S. rate was 1.09 deaths per 100 million VMT; California’s rate was 0.94.\u003c/p>\n\u003cp>There’s no definitive answer for why California’s death toll is rising, says Chris Cochrane of the state \u003ca href=\"http://www.ots.ca.gov/\" target=\"_blank\" rel=\"noopener\">Office of Traffic Safety\u003c/a>. But he says one likely factor is the rise and fall and rise of the state’s economy.\u003c/p>\n\u003cp>In 2005, at the height of the boom/bubble that preceded the recession, the death toll from vehicle collisions stood at 4,329. The death toll declined throughout the ensuing recession. The 2010 low point of 2,715 — a decline of 37.2 percent over five years — coincided with the nadir of the state’s economy.\u003c/p>\n\u003cp>“Every time there’s been a recession in California, there’s been a decline in roadway fatalities,” Cochrane said. “It was the same this time. But there was a bigger recession, and a bigger decline in fatalities.”\u003c/p>\n\u003cp>Cochrane added that analysts don’t have enough data to tell how much of the increase in fatalities might be due to drivers’ use of smartphones.\u003c/p>\n\u003cp>“Everybody ‘knows’ — in quotes –that it’s a huge problem,” Cochrane said, with some investigators and analysts estimating that personal electronic devices are involved in 10 percent to 20 percent of crashes.\u003c/p>\n\u003cp>“It’s extremely hard to quantify because of the nature of the act itself,” he says. “If someone’s been drinking, you can measure that in their blood. If they’ve been speeding, there’s evidence of that. It’s harder to pin it on a cellphone,” he said, unless there’s a witness to a crash or a survivor who volunteers that information.\u003c/p>\n\u003cp>The federal statistics released Tuesday did not break out the number of pedestrians and bicyclists killed in California in collisions with motor vehicles in 2014. Nationwide, a total of 4,884 pedestrians and 726 cyclists lost their lives in such crashes.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>That compares to 4,735 pedestrians and 741 cyclists killed in vehicle crashes in 2013. The toll in California that year was 701 pedestrians and 141 cyclists.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "A Real Rideshare: Former Taxi Driver Loves to Give People Free Rides",
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"content": "\u003cp>When Uber and Lyft first came on the scene, we called them \"rideshares.\" That does not make any sense. You don’t “share” a ride with Uber or Lyft. You pay for one.\u003c/p>\n\u003cp>The Associated Press now flat-out tells reporters not to use the term \"rideshare\" for these companies. Instead, it says they should be called “ride-hailing” services.\u003c/p>\n\u003cp>So, if you want to truly share a ride in San Francisco, you can't do it with Lyft or Uber. But there is one option: Jeff Steeno.\u003c/p>\n\u003cp>It’s easy to ride with Steeno. First, you don’t need any money. It’s totally free. You don’t need an app or a smartphone. There’s no number to call. You don’t even have to flag him down. Just yell when you see him coming.\u003c/p>\n\u003caside class=\"pullquote alignright\">'What passengers usually do is just yell out, 'free ride.' I love that. I think of like Free Bird.' \u003ccite>Jeff Steeno\u003c/cite>\u003c/aside>\n\u003cp>Steeno says, “What passengers usually do is just yell out 'free ride.' I love that. I think of like Free Bird. It always makes me think of that.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>If Steeno is going your way, and doesn’t have to pick up his kid at soccer practice, he will give you a lift.\u003c/p>\n\u003cp>You can’t miss Steeno on the road or in person. He has long, white unruly hair and a psychedelic tattoo on his forearm that says \"Happy Everyday.\" His old Mercedes has a DIY paint job — bright colored streaks and a big yellow smiley face. On the side it says “a free ride is just a free ride.”\u003c/p>\n\u003cfigure id=\"attachment_10735796\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/Smiles.jpg\">\u003cimg class=\"wp-image-10735796 size-medium\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/Smiles-800x600.jpg\" alt=\"Steeno and his son painted his old car\" width=\"800\" height=\"600\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/10/Smiles-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/Smiles-400x300.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/Smiles-1440x1080.jpg 1440w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/Smiles-1920x1440.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/Smiles-1180x885.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/Smiles-960x720.jpg 960w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Steeno and his son painted his old car. \u003ccite>(Sam Harnett/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>I’m catching a ride with Steeno to the beach. We’re going at a relaxed, undetermined speed. Really, I have no idea how fast we are going, nor does Steeno. His speedometer doesn’t work. Neither does his odometer. It stopped somewhere around 200,000 miles.\u003c/p>\n\u003cp>On the dashboard, Steeno has glued all kinds of keepsakes -- rocks, a waving Hello Kitty, cacti. If we do happen to get into an accident, you'll definitely feel it, he says, with a laugh.\u003c/p>\n\u003cfigure id=\"attachment_10735839\" class=\"wp-caption alignright\" style=\"max-width: 371px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/Cactus-Dash.jpg\">\u003cimg class=\"wp-image-10735839\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/Cactus-Dash-800x600.jpg\" alt=\"Steeno has glued keepsakes to his dashboard, including cacti where there would normally be an airbag. Ouch.\" width=\"371\" height=\"278\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/10/Cactus-Dash-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/Cactus-Dash-400x300.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/Cactus-Dash-1440x1080.jpg 1440w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/Cactus-Dash-1920x1440.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/Cactus-Dash-1180x885.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/Cactus-Dash-960x720.jpg 960w\" sizes=\"(max-width: 371px) 100vw, 371px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Steeno has glued keepsakes to his dashboard, including cacti where there would normally be an airbag. Ouch. \u003ccite>(Sam Harnett/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Steeno used to give rides in a better-maintained car. He was a taxi driver for a couple of years. That’s when he started giving free rides -- one a day to a random passenger.\u003c/p>\n\u003cp>“Usually it would be some old lady in the middle of a night with a kid going to the emergency room,” Steeno says, “or somebody I just thought was super interesting.”\u003c/p>\n\u003cp>Steeno now teaches at a middle school. He says he gives free rides so he can keep meeting people and hearing stories. His first free-ride passenger did not disappoint.\u003c/p>\n\u003cp>Steeno says, “He's like, 'Well, before we go I need to tell you something.' He said, 'I am a son of Satan.' \" That did not faze Steeno. “So I just said, 'OK, I am going to Sixteenth and Potrero. Is that OK?' He says, 'Yeah, that's fine.' ”\u003c/p>\n\u003cp>To get a ride, some people write notes on Steeno’s car. Literally, on his car.\u003c/p>\n\u003cp>Steeno says, “I was sitting at the coffee shop across the street, and I see this guy walk over to the car. He looked like a real skinny version of Johnny Cash, from the back, you know long black coat and a guitar over his shoulder. And he's writing on the car in ballpoint pen, saying, 'Hey I need a free ride to Boulder or Berkeley.' ”\u003c/p>\n\u003cp>For the record, Steeno does not do out-of-state rides. But he might drive you across the Bay to Berkeley.\u003c/p>\n\u003caside class=\"pullquote alignright\">'Nobody has ever looked at the car and frowned.' \u003ccite>Jeff Steeno\u003c/cite>\u003c/aside>\n\u003cp>Steeno says this whole thing is about more than giving people a free ride -- he’s had only a few dozen passengers in the last couple years. But he has connected with all kinds of people who see his car and its message.\u003c/p>\n\u003cp>Steeno says, “Nobody has ever looked at the car and frowned. Everybody smiles, they take a picture. Even people driving in a car will pull up next to me, roll down the window and say, 'Hey, can I have a free ride? And I'm like, 'Dude, you're in a car.' ”\u003c/p>\n\u003cp>One thing Steeno will not tolerate during a free ride is payment. It's against the rules, but Steeno says everyone still tries to give him something.\u003c/p>\n\u003caside class=\"pullquote alignleft\">'People aren’t used to the idea, or don't get the idea that something is free.' \u003ccite>Jeff Steeno\u003c/cite>\u003c/aside>\n\u003cp>Steeno says, “They offer money, they offer marijuana, if they're eating something they'll give you half of it. People aren’t used to the idea, or don't get the idea that something is free.”\u003c/p>\n\u003cp>Steeno is thinking about setting up a Facebook page so he can share his ride with more people.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Until then, he says, “If you see me in this big old Mercedes, just ask for a ride and I'll say yes.\"\u003c/p>\n\u003cfigure id=\"attachment_10735798\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/Steeno-in-car.jpg\">\u003cimg class=\"wp-image-10735798 size-medium\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/Steeno-in-car-800x600.jpg\" alt=\"Sometimes a free ride really is just a free ride.\" width=\"800\" height=\"600\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/10/Steeno-in-car-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/Steeno-in-car-400x300.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/Steeno-in-car-1440x1080.jpg 1440w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/Steeno-in-car-1920x1440.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/Steeno-in-car-1180x885.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/Steeno-in-car-960x720.jpg 960w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Sometimes a free ride really is just a free ride. \u003ccite>(Sam Harnett/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>When Uber and Lyft first came on the scene, we called them \"rideshares.\" That does not make any sense. You don’t “share” a ride with Uber or Lyft. You pay for one.\u003c/p>\n\u003cp>The Associated Press now flat-out tells reporters not to use the term \"rideshare\" for these companies. Instead, it says they should be called “ride-hailing” services.\u003c/p>\n\u003cp>So, if you want to truly share a ride in San Francisco, you can't do it with Lyft or Uber. But there is one option: Jeff Steeno.\u003c/p>\n\u003cp>It’s easy to ride with Steeno. First, you don’t need any money. It’s totally free. You don’t need an app or a smartphone. There’s no number to call. You don’t even have to flag him down. Just yell when you see him coming.\u003c/p>\n\u003caside class=\"pullquote alignright\">'What passengers usually do is just yell out, 'free ride.' I love that. I think of like Free Bird.' \u003ccite>Jeff Steeno\u003c/cite>\u003c/aside>\n\u003cp>Steeno says, “What passengers usually do is just yell out 'free ride.' I love that. I think of like Free Bird. It always makes me think of that.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>If Steeno is going your way, and doesn’t have to pick up his kid at soccer practice, he will give you a lift.\u003c/p>\n\u003cp>You can’t miss Steeno on the road or in person. He has long, white unruly hair and a psychedelic tattoo on his forearm that says \"Happy Everyday.\" His old Mercedes has a DIY paint job — bright colored streaks and a big yellow smiley face. On the side it says “a free ride is just a free ride.”\u003c/p>\n\u003cfigure id=\"attachment_10735796\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/Smiles.jpg\">\u003cimg class=\"wp-image-10735796 size-medium\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/Smiles-800x600.jpg\" alt=\"Steeno and his son painted his old car\" width=\"800\" height=\"600\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/10/Smiles-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/Smiles-400x300.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/Smiles-1440x1080.jpg 1440w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/Smiles-1920x1440.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/Smiles-1180x885.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/Smiles-960x720.jpg 960w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Steeno and his son painted his old car. \u003ccite>(Sam Harnett/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>I’m catching a ride with Steeno to the beach. We’re going at a relaxed, undetermined speed. Really, I have no idea how fast we are going, nor does Steeno. His speedometer doesn’t work. Neither does his odometer. It stopped somewhere around 200,000 miles.\u003c/p>\n\u003cp>On the dashboard, Steeno has glued all kinds of keepsakes -- rocks, a waving Hello Kitty, cacti. If we do happen to get into an accident, you'll definitely feel it, he says, with a laugh.\u003c/p>\n\u003cfigure id=\"attachment_10735839\" class=\"wp-caption alignright\" style=\"max-width: 371px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/Cactus-Dash.jpg\">\u003cimg class=\"wp-image-10735839\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/Cactus-Dash-800x600.jpg\" alt=\"Steeno has glued keepsakes to his dashboard, including cacti where there would normally be an airbag. Ouch.\" width=\"371\" height=\"278\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/10/Cactus-Dash-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/Cactus-Dash-400x300.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/Cactus-Dash-1440x1080.jpg 1440w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/Cactus-Dash-1920x1440.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/Cactus-Dash-1180x885.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/Cactus-Dash-960x720.jpg 960w\" sizes=\"(max-width: 371px) 100vw, 371px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Steeno has glued keepsakes to his dashboard, including cacti where there would normally be an airbag. Ouch. \u003ccite>(Sam Harnett/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Steeno used to give rides in a better-maintained car. He was a taxi driver for a couple of years. That’s when he started giving free rides -- one a day to a random passenger.\u003c/p>\n\u003cp>“Usually it would be some old lady in the middle of a night with a kid going to the emergency room,” Steeno says, “or somebody I just thought was super interesting.”\u003c/p>\n\u003cp>Steeno now teaches at a middle school. He says he gives free rides so he can keep meeting people and hearing stories. His first free-ride passenger did not disappoint.\u003c/p>\n\u003cp>Steeno says, “He's like, 'Well, before we go I need to tell you something.' He said, 'I am a son of Satan.' \" That did not faze Steeno. “So I just said, 'OK, I am going to Sixteenth and Potrero. Is that OK?' He says, 'Yeah, that's fine.' ”\u003c/p>\n\u003cp>To get a ride, some people write notes on Steeno’s car. Literally, on his car.\u003c/p>\n\u003cp>Steeno says, “I was sitting at the coffee shop across the street, and I see this guy walk over to the car. He looked like a real skinny version of Johnny Cash, from the back, you know long black coat and a guitar over his shoulder. And he's writing on the car in ballpoint pen, saying, 'Hey I need a free ride to Boulder or Berkeley.' ”\u003c/p>\n\u003cp>For the record, Steeno does not do out-of-state rides. But he might drive you across the Bay to Berkeley.\u003c/p>\n\u003caside class=\"pullquote alignright\">'Nobody has ever looked at the car and frowned.' \u003ccite>Jeff Steeno\u003c/cite>\u003c/aside>\n\u003cp>Steeno says this whole thing is about more than giving people a free ride -- he’s had only a few dozen passengers in the last couple years. But he has connected with all kinds of people who see his car and its message.\u003c/p>\n\u003cp>Steeno says, “Nobody has ever looked at the car and frowned. Everybody smiles, they take a picture. Even people driving in a car will pull up next to me, roll down the window and say, 'Hey, can I have a free ride? And I'm like, 'Dude, you're in a car.' ”\u003c/p>\n\u003cp>One thing Steeno will not tolerate during a free ride is payment. It's against the rules, but Steeno says everyone still tries to give him something.\u003c/p>\n\u003caside class=\"pullquote alignleft\">'People aren’t used to the idea, or don't get the idea that something is free.' \u003ccite>Jeff Steeno\u003c/cite>\u003c/aside>\n\u003cp>Steeno says, “They offer money, they offer marijuana, if they're eating something they'll give you half of it. People aren’t used to the idea, or don't get the idea that something is free.”\u003c/p>\n\u003cp>Steeno is thinking about setting up a Facebook page so he can share his ride with more people.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Until then, he says, “If you see me in this big old Mercedes, just ask for a ride and I'll say yes.\"\u003c/p>\n\u003cfigure id=\"attachment_10735798\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/Steeno-in-car.jpg\">\u003cimg class=\"wp-image-10735798 size-medium\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/Steeno-in-car-800x600.jpg\" alt=\"Sometimes a free ride really is just a free ride.\" width=\"800\" height=\"600\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/10/Steeno-in-car-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/Steeno-in-car-400x300.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/Steeno-in-car-1440x1080.jpg 1440w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/Steeno-in-car-1920x1440.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/Steeno-in-car-1180x885.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/Steeno-in-car-960x720.jpg 960w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Sometimes a free ride really is just a free ride. \u003ccite>(Sam Harnett/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Tesla Motors is recalling its entire fleet of Model S sedans to check their front seat belts after one passenger's seat belt became disconnected.\u003c/p>\n\u003cp>The recall — the company's largest ever — involves 90,000 cars worldwide. Tesla sent an email Friday to affected customers.\u003cbr>\nTesla's other vehicles, the Model X SUV and the Roadster, aren't affected. Seat belts in the back seat of the Model S also aren't affected.\u003c/p>\n\u003cp>About two weeks ago, Tesla said, a customer in Europe reported that her seat belt disconnected when she turned to talk to rear passengers. The woman was not injured and her car has been repaired.\u003c/p>\n\u003cp>Palo Alto, California-based Tesla believes the seat belt anchors weren't properly bolted together in that case. The company has inspected 3,000 other Model S sedans and hasn't found a problem, but it wants to inspect all seat belts to make sure.\u003c/p>\n\u003cp>Tesla owners are being asked to schedule a visit to a Tesla service center for an inspection. Around 83 percent of Tesla owners are within a 25-minute drive of the company's 125 service centers worldwide, the company said. Tesla may send mobile teams to customers who are far from a service center.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Tesla has recalled the Model S several times before. Most recently, in January 2014, it updated some cars' software to prevent connector adapters from overheating while the car is charging. But this is Tesla's largest recall to date.\u003c/p>\n\u003cp>Tesla stressed that the recall was voluntary and not requested by federal regulators. The company said it has informed government agencies in the U.S., Europe, China and elsewhere.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Tesla said the recall wasn't expected to have a material impact on its earnings. Tesla shares fell $6.09, or 2.8 percent, to $215.71 following the announcement.\u003c/p>\n\n",
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"content": "\u003cp>The executive director of San Francisco's leading bicycle lobbying organization is stepping down with little explanation.\u003c/p>\n\u003cp>Noah Budnick, who has led the San Francisco Bicycle Coalition (SFBC) for less than a year, told members of the organization this week that he is resigning.\u003c/p>\n\u003cp>\"It was a tough decision,\" Budnick wrote in a \u003ca href=\"http://www.sfbike.org/news/thank-you-for-everything/\" target=\"_blank\">blog post\u003c/a> on the coalition's site that outlined the organization's accomplishments in the last year. That includes work to expand the Bay Area Bike Share program, pressure on San Francisco City Hall to reduce traffic deaths, and lobbying work that led to restrictions for private vehicles on parts of Market Street.\u003c/p>\n\u003cp>Budnick's post offered this about his decision to leave. \"I know that what's right for me and my family right now is to take a break, step back and explore the next set of opportunities for how I can make cities more liveable, safe, and happy places,\" he wrote.\u003c/p>\n\u003cp>In an email to KQED, Budnick said, \"I'm ready for my next challenge -- not to mention that my wife and I are working through training to be foster parents,\" he said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>During Budnick's tenure, the coalition became involved in a controversy over a \u003ca href=\"http://ww2.kqed.org/news/2015/07/17/san-francisco-police-plan-crackdown-on-bicyclists-on-popular-routes\" target=\"_blank\">police crackdown on bicyclists\u003c/a> who don't come to a complete stop at stop signs along one of the city's most popular biking routes, known as the Wiggle. SFBC vigorously opposed the crackdown.\u003c/p>\n\u003cp>The executive director also came out in strong support of a \u003ca href=\"http://ww2.kqed.org/news/2015/09/22/majority-of-s-f-supervisors-back-idaho-stop-proposal-for-cyclists\" target=\"_blank\">contentious proposal\u003c/a> that would direct SFPD to consider cyclists who safely yield at stop signs a low priority for enforcement.\u003c/p>\n\u003cp>His departure comes as the coalition begins to switch gears.\u003c/p>\n\u003cp>\"We are expanding our work on bike builds for low-income San Franciscans, addressing the shortage of safe, secure bike parking, and leading the campaign to ensure that Bay Area Bike Share grows in a way that serves all San Franciscans,\" said Margaret McCarthy, SFBC's program director.\u003c/p>\n\u003cp>Political observers describe Budnick as a strong leader of an organization that's grown to become one of the most powerful lobbying groups in San Francisco.\u003c/p>\n\u003cp>\"The San Francisco Bicycle Coalition has grown from humble beginnings to become a very strong advocacy organization in City Hall,\" said Alex Clemens, a political strategist and founder of Barbary Coast Consulting.\u003c/p>\n\u003cp>Over the last decade, SFBC's strong leaders have aggressively lobbied for increased bike lanes, traffic calming measures and more city funds to be directed toward making cycling in the city safe.\u003c/p>\n\u003cp>\"The coalition has been blessed with strong leadership,\" Clemens said. \"I have no doubt that the organization's strength and reach will attract a strong crop of potential replacements.\"\u003c/p>\n\u003cp>Other safe transit advocates describe Budnick's departure as a loss.\u003c/p>\n\u003cp>\"During Noah's time at SFBC, the organization continued the important work of advocating for the implementation of the City's Vision Zero goals to end all traffic deaths and serious injuries by 2024,\" said Cathy DeLuca, program director at Walk SF, the city's top pedestrian advocacy organization. \"We're saddened to lose Noah's experience and expertise.\"\u003c/p>\n\u003cp>\"Noah's been a great leader for cities that serve people first without sacrificing their safety and happiness for the mobility of cars,\" said Dave Snyder, executive director of the California Bicycle Coalition.\u003c/p>\n\u003cp>The SFBC is beginning the hiring process for an interim executive director, a position it hopes to fill early next year, according to McCarthy. The search for someone to take the position permanently could last more than six months, she said.\u003c/p>\n\u003cp>In the meantime, Jean Fraser, formerly San Mateo County's top health officer, is taking over as acting executive director.\u003c/p>\n\u003cp>Budnick came to San Francisco after serving as deputy director and chief policy officer of Transportation Alternatives, where he advocated for protected bikeways in Manhattan. He also served on New York Mayor Bill de Blasio's transition team.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>He took over from Leah Shahum, who was SFBC's executive director for 12 years.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The executive director of San Francisco's leading bicycle lobbying organization is stepping down with little explanation.\u003c/p>\n\u003cp>Noah Budnick, who has led the San Francisco Bicycle Coalition (SFBC) for less than a year, told members of the organization this week that he is resigning.\u003c/p>\n\u003cp>\"It was a tough decision,\" Budnick wrote in a \u003ca href=\"http://www.sfbike.org/news/thank-you-for-everything/\" target=\"_blank\">blog post\u003c/a> on the coalition's site that outlined the organization's accomplishments in the last year. That includes work to expand the Bay Area Bike Share program, pressure on San Francisco City Hall to reduce traffic deaths, and lobbying work that led to restrictions for private vehicles on parts of Market Street.\u003c/p>\n\u003cp>Budnick's post offered this about his decision to leave. \"I know that what's right for me and my family right now is to take a break, step back and explore the next set of opportunities for how I can make cities more liveable, safe, and happy places,\" he wrote.\u003c/p>\n\u003cp>In an email to KQED, Budnick said, \"I'm ready for my next challenge -- not to mention that my wife and I are working through training to be foster parents,\" he said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>During Budnick's tenure, the coalition became involved in a controversy over a \u003ca href=\"http://ww2.kqed.org/news/2015/07/17/san-francisco-police-plan-crackdown-on-bicyclists-on-popular-routes\" target=\"_blank\">police crackdown on bicyclists\u003c/a> who don't come to a complete stop at stop signs along one of the city's most popular biking routes, known as the Wiggle. SFBC vigorously opposed the crackdown.\u003c/p>\n\u003cp>The executive director also came out in strong support of a \u003ca href=\"http://ww2.kqed.org/news/2015/09/22/majority-of-s-f-supervisors-back-idaho-stop-proposal-for-cyclists\" target=\"_blank\">contentious proposal\u003c/a> that would direct SFPD to consider cyclists who safely yield at stop signs a low priority for enforcement.\u003c/p>\n\u003cp>His departure comes as the coalition begins to switch gears.\u003c/p>\n\u003cp>\"We are expanding our work on bike builds for low-income San Franciscans, addressing the shortage of safe, secure bike parking, and leading the campaign to ensure that Bay Area Bike Share grows in a way that serves all San Franciscans,\" said Margaret McCarthy, SFBC's program director.\u003c/p>\n\u003cp>Political observers describe Budnick as a strong leader of an organization that's grown to become one of the most powerful lobbying groups in San Francisco.\u003c/p>\n\u003cp>\"The San Francisco Bicycle Coalition has grown from humble beginnings to become a very strong advocacy organization in City Hall,\" said Alex Clemens, a political strategist and founder of Barbary Coast Consulting.\u003c/p>\n\u003cp>Over the last decade, SFBC's strong leaders have aggressively lobbied for increased bike lanes, traffic calming measures and more city funds to be directed toward making cycling in the city safe.\u003c/p>\n\u003cp>\"The coalition has been blessed with strong leadership,\" Clemens said. \"I have no doubt that the organization's strength and reach will attract a strong crop of potential replacements.\"\u003c/p>\n\u003cp>Other safe transit advocates describe Budnick's departure as a loss.\u003c/p>\n\u003cp>\"During Noah's time at SFBC, the organization continued the important work of advocating for the implementation of the City's Vision Zero goals to end all traffic deaths and serious injuries by 2024,\" said Cathy DeLuca, program director at Walk SF, the city's top pedestrian advocacy organization. \"We're saddened to lose Noah's experience and expertise.\"\u003c/p>\n\u003cp>\"Noah's been a great leader for cities that serve people first without sacrificing their safety and happiness for the mobility of cars,\" said Dave Snyder, executive director of the California Bicycle Coalition.\u003c/p>\n\u003cp>The SFBC is beginning the hiring process for an interim executive director, a position it hopes to fill early next year, according to McCarthy. The search for someone to take the position permanently could last more than six months, she said.\u003c/p>\n\u003cp>In the meantime, Jean Fraser, formerly San Mateo County's top health officer, is taking over as acting executive director.\u003c/p>\n\u003cp>Budnick came to San Francisco after serving as deputy director and chief policy officer of Transportation Alternatives, where he advocated for protected bikeways in Manhattan. He also served on New York Mayor Bill de Blasio's transition team.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>He took over from Leah Shahum, who was SFBC's executive director for 12 years.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"tagline": "Exploring the Bay Area, one question at a time",
"info": "KQED’s new podcast, Bay Curious, gets to the bottom of the mysteries — both profound and peculiar — that give the Bay Area its unique identity. And we’ll do it with your help! You ask the questions. You decide what Bay Curious investigates. And you join us on the journey to find the answers.",
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},
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"info": "KQED’s statewide radio news program providing daily coverage of issues, trends and public policy decisions.",
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"order": 8
},
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"airtime": "SUN 1pm-2pm, TUE 10pm, WED 1am",
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"source": "City Arts & Lectures"
},
"link": "https://www.cityarts.net",
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"order": 1
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"info": "\u003cem>Code Switch\u003c/em>, which listeners will hear in the first part of the hour, has fearless and much-needed conversations about race. Hosted by journalists of color, the show tackles the subject of race head-on, exploring how it impacts every part of society — from politics and pop culture to history, sports and more.\u003cbr />\u003cbr />\u003cem>Life Kit\u003c/em>, which will be in the second part of the hour, guides you through spaces and feelings no one prepares you for — from finances to mental health, from workplace microaggressions to imposter syndrome, from relationships to parenting. The show features experts with real world experience and shares their knowledge. Because everyone needs a little help being human.\u003cbr />\u003cbr />\u003ca href=\"https://www.npr.org/podcasts/510312/codeswitch\">\u003cem>Code Switch\u003c/em> offical site and podcast\u003c/a>\u003cbr />\u003ca href=\"https://www.npr.org/lifekit\">\u003cem>Life Kit\u003c/em> offical site and podcast\u003c/a>\u003cbr />",
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"id": "commonwealth-club",
"title": "Commonwealth Club of California Podcast",
"info": "The Commonwealth Club of California is the nation's oldest and largest public affairs forum. As a non-partisan forum, The Club brings to the public airwaves diverse viewpoints on important topics. The Club's weekly radio broadcast - the oldest in the U.S., dating back to 1924 - is carried across the nation on public radio stations and is now podcasting. Our website archive features audio of our recent programs, as well as selected speeches from our long and distinguished history. This podcast feed is usually updated twice a week and is always un-edited.",
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"source": "Commonwealth Club of California"
},
"link": "/radio/program/commonwealth-club",
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"info": "KQED’s live call-in program discussing local, state, national and international issues, as well as in-depth interviews.",
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"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Forum-Podcast-Tile-703x703-1.jpg",
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"order": 9
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"info": "A live production of NPR and WBUR Boston, in collaboration with stations across the country, Here & Now reflects the fluid world of news as it's happening in the middle of the day, with timely, in-depth news, interviews and conversation. Hosted by Robin Young, Jeremy Hobson and Tonya Mosley.",
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"hidden-brain": {
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"info": "Shankar Vedantam uses science and storytelling to reveal the unconscious patterns that drive human behavior, shape our choices and direct our relationships.",
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"airtime": "SUN 7pm-8pm",
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"source": "NPR"
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"how-i-built-this": {
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"info": "Guy Raz dives into the stories behind some of the world's best known companies. How I Built This weaves a narrative journey about innovators, entrepreneurs and idealists—and the movements they built.",
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"airtime": "SUN 7:30pm-8pm",
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"hyphenacion": {
"id": "hyphenacion",
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"tagline": "Where conversation and cultura meet",
"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2025/03/Hyphenacion_FinalAssets_PodcastTile.png",
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},
"jerrybrown": {
"id": "jerrybrown",
"title": "The Political Mind of Jerry Brown",
"tagline": "Lessons from a lifetime in politics",
"info": "The Political Mind of Jerry Brown brings listeners the wisdom of the former Governor, Mayor, and presidential candidate. Scott Shafer interviewed Brown for more than 40 hours, covering the former governor's life and half-century in the political game – and Brown has some lessons he'd like to share. ",
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"order": 18
},
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},
"latino-usa": {
"id": "latino-usa",
"title": "Latino USA",
"airtime": "MON 1am-2am, SUN 6pm-7pm",
"info": "Latino USA, the radio journal of news and culture, is the only national, English-language radio program produced from a Latino perspective.",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/latinoUsa.jpg",
"officialWebsiteLink": "http://latinousa.org/",
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},
"link": "/radio/program/latino-usa",
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=79681317&at=11l79Y&ct=nprdirectory",
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"rss": "https://feeds.npr.org/510016/podcast.xml"
}
},
"marketplace": {
"id": "marketplace",
"title": "Marketplace",
"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
"airtime": "MON-FRI 4pm-4:30pm, MON-WED 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Marketplace-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.marketplace.org/",
"meta": {
"site": "news",
"source": "American Public Media"
},
"link": "/radio/program/marketplace",
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"rss": "https://feeds.publicradio.org/public_feeds/marketplace-pm/rss/rss"
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},
"masters-of-scale": {
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"title": "Masters of Scale",
"info": "Masters of Scale is an original podcast in which LinkedIn co-founder and Greylock Partner Reid Hoffman sets out to describe and prove theories that explain how great entrepreneurs take their companies from zero to a gazillion in ingenious fashion.",
"airtime": "Every other Wednesday June 12 through October 16 at 8pm (repeats Thursdays at 2am)",
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"officialWebsiteLink": "https://mastersofscale.com/",
"meta": {
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"source": "WaitWhat"
},
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"rss": "https://rss.art19.com/masters-of-scale"
}
},
"mindshift": {
"id": "mindshift",
"title": "MindShift",
"tagline": "A podcast about the future of learning and how we raise our kids",
"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Mindshift-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED MindShift: How We Will Learn",
"officialWebsiteLink": "/mindshift/",
"meta": {
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"source": "kqed",
"order": 12
},
"link": "/podcasts/mindshift",
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
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"stitcher": "https://www.stitcher.com/podcast/kqed/stories-teachers-share",
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}
},
"morning-edition": {
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