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"content": "\u003cp>California was the first state in the country to regulate ride services, but 2½ years later, the head of the California Public Utilities Commission is questioning whether his agency is the right one for the job.\u003c/p>\n\u003cp>\"The real question is: Should we be doing this?\" CPUC President Michael Picker said in a recent interview with KQED, echoing comments he made at two legislative hearings in Sacramento last month.\u003c/p>\n\u003cp>\"It's a very, very, very frustrating job, and I expect it will only slowly get better,\" he said.\u003c/p>\n\u003cp>When \u003ca href=\"http://www.latimes.com/politics/essential/la-pol-sac-essential-politics-20160301-htmlstory.html#4580\" target=\"_blank\">he told a state Senate committee\u003c/a> that no other state agency wanted to regulate ride services, he said he was pointing out \"that this didn't seem to be something that was well-suited to the modern role of the CPUC.\"\u003c/p>\n\u003cp>Picker's remarks come at a time when the CPUC is \u003ca href=\"http://www.kqed.org/a/forum/R201602090900\" target=\"_blank\">under scrutiny\u003c/a> on several fronts. The commission was scheduled to \u003ca href=\"http://ww2.kqed.org/news/2016/03/17/cpuc-regulators-still-hashing-out-more-rules-for-uber-and-lyft\" target=\"_blank\">vote on a new round of ride-service rules Thursday\u003c/a>, but delayed the vote until April 21. It is also currently considering whether to require fingerprint background checks for Uber and Lyft drivers.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cstrong>Safety Concerns\u003c/strong>\u003c/p>\n\u003cp>In cities across the country, Uber and Lyft have been fighting efforts to require more stringent background checks, insisting that their current methods are sufficient.\u003c/p>\n\u003cp>Most major American cities have been regulating taxicabs for decades. But as reports surface in cities about passenger safety problems with the ride services, some are making a move to craft their own regulations, such as fingerprinting Uber and Lyft drivers, said Dave Sutton, the head of \u003ca href=\"http://www.whosdrivingyou.org/\" target=\"_blank\">Who's Driving You\u003c/a>, an organization representing the taxi, limousine and paratransit industries.\u003c/p>\n\u003cp>\"Uber is pushing at the state level to basically preempt that local control, and avoid things like fingerprint background checks, which they believe slows their business development down,\" Sutton said.\u003c/p>\n\u003cp>In Los Angeles, Mayor Eric Garcetti and two city councilmen, Paul Krekorian and Herb Wesson, recently sent a letter to the CPUC asking the agency to allow the city to do a fingerprint background check pilot program. Current CPUC regulations do not require fingerprint background checks, which are required for taxicab drivers in many large cities.\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/2016/03/25/state-regulators-deny-l-a-s-request-to-fingerprint-uber-lyft-drivers\" target=\"_blank\">Their request was denied\u003c/a> by CPUC Commissioner Liane Randolph, who said she wanted to first consider whether fingerprint background checks should be required by the CPUC. She wrote that she hoped to provide some direction on the issue by this fall.\u003c/p>\n\u003cp>\u003cstrong>San Francisco Enforcement\u003c/strong>\u003c/p>\n\u003cp>In the hometown of Uber and Lyft, the San Francisco Municipal Transportation Agency would like to enforce state ride-service regulations, since the CPUC doesn't seem to have the ability to do so.\u003c/p>\n\u003cp>“I can’t imagine that would be too controversial, given that the rules are already in place,\" said Kate Toran, head of the SFMTA's taxi division. “We’re not talking about establishing new rules, although I’d be happy to do that as well.”\u003c/p>\n\u003cp>The SFMTA currently has seven taxi investigators, and the agency would theoretically hire more to enforce state rules on ride services. The penalties and other details about how the program would work haven't been discussed.\u003c/p>\n\u003cp>Some estimates have put the number of ride-service vehicles in San Francisco at 20,000, although it's hard to peg an exact number. Both Uber and Lyft are protective of their trip data, which might indicate how all those ride-service cars are impacting transit, congestion and the environment.\u003c/p>\n\u003cp>\u003cstrong>Cities vs. States\u003c/strong>\u003c/p>\n\u003cp>Since California first adopted its ride-service rules in 2013, 29 states and 40 cities have enacted regulations, according to an Uber spokeswoman.\u003c/p>\n\u003cp>Uber officials have argued that rather than deal with a patchwork of local regulations, they prefer a uniform statewide policy. Some trips, they say, may also cross over several jurisdictions.\u003c/p>\n\u003cp>In California, whether the CPUC even has the authority to regulate Uber and Lyft at the state level is a question currently being argued in federal court, where San Francisco-based\u003ca href=\"http://www.sfexaminer.com/flywheel-taxi-sues-state-says-cities-should-regulate-uber-lyft/\" target=\"_blank\"> Flywheel Taxi has sued the agency\u003c/a>, contending ride services should be regulated by cities.\u003c/p>\n\u003cp>The crux of Flywheel's argument that cities have regulatory authority is its contention that ride services are not \"prearranged\" but are rather \"on-demand,\" like taxicabs, which can be hailed on the streets, and are overseen by local agencies.\u003c/p>\n\u003cp>\"This lawsuit is intended to make sure everyone gets to compete, while playing by the same rules,\" said Flywheel's president, Hansu Kim.\u003c/p>\n\u003cp>The CPUC's lawyers recently moved to dismiss the suit, arguing that the agency does have authority under the Public Utilities Code. They say that was blessed by the Legislature when it \u003ca href=\"http://asmdc.org/members/a14/news-room/press-releases/bonilla-s-groundbreaking-bill-defining-insurance-coverage-for-uber-and-lyft-signed-by-governor\" target=\"_blank\">passed a bill by Assemblywoman Susan Bonilla\u003c/a> clarifying insurance coverage and \"ensuring oversight\" of ride services by the CPUC.\u003c/p>\n\u003cp>\u003cstrong>CPUC Reform\u003c/strong>\u003c/p>\n\u003cp>State lawmakers, meanwhile, are considering another round of legislation to reform the CPUC, and to enact tougher rules on ride services. One bill, by Assemblyman Ben Hueso, \u003ca href=\"http://www.sacbee.com/news/politics-government/capitol-alert/article70089442.html\" target=\"_blank\">passed its first committee test\u003c/a> Tuesday. It calls on the CPUC to oversee prices, do more stringent background checks and look into how ride services can better serve people with disabilities.\u003c/p>\n\u003cp>A reform measure, proposed as a constitutional amendment, would give the Legislature the authority to break up the CPUC. Some lawmakers say the agency is stretched too thin.\u003c/p>\n\u003cp>According to a 2014 report by the state auditor, the CPUC's Transportation Enforcement Branch has 45 staffers overseeing ride services, limousines, charter buses, airport shuttles, moving companies, light-rail public transit, railroads and ferries.\u003c/p>\n\u003cp>Some consumer advocates, though, aren't so sure the regulation of ride services should be taken away from the CPUC.\u003c/p>\n\u003cp>\"I think it's never good when a regulator doesn't want to regulate an industry that they regulate,\" said Jamie Court, head of Consumer Watchdog. He said he thinks the CPUC is the \"appropriate umpire\" to oversee ride services.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"While they can defer to localities' restrictions, which they should, there also needs to be a baseline for rural areas and other cities that haven't gotten into the fray, or where the political will isn't there to regulate the companies,\" he said.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>California was the first state in the country to regulate ride services, but 2½ years later, the head of the California Public Utilities Commission is questioning whether his agency is the right one for the job.\u003c/p>\n\u003cp>\"The real question is: Should we be doing this?\" CPUC President Michael Picker said in a recent interview with KQED, echoing comments he made at two legislative hearings in Sacramento last month.\u003c/p>\n\u003cp>\"It's a very, very, very frustrating job, and I expect it will only slowly get better,\" he said.\u003c/p>\n\u003cp>When \u003ca href=\"http://www.latimes.com/politics/essential/la-pol-sac-essential-politics-20160301-htmlstory.html#4580\" target=\"_blank\">he told a state Senate committee\u003c/a> that no other state agency wanted to regulate ride services, he said he was pointing out \"that this didn't seem to be something that was well-suited to the modern role of the CPUC.\"\u003c/p>\n\u003cp>Picker's remarks come at a time when the CPUC is \u003ca href=\"http://www.kqed.org/a/forum/R201602090900\" target=\"_blank\">under scrutiny\u003c/a> on several fronts. The commission was scheduled to \u003ca href=\"http://ww2.kqed.org/news/2016/03/17/cpuc-regulators-still-hashing-out-more-rules-for-uber-and-lyft\" target=\"_blank\">vote on a new round of ride-service rules Thursday\u003c/a>, but delayed the vote until April 21. It is also currently considering whether to require fingerprint background checks for Uber and Lyft drivers.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>Safety Concerns\u003c/strong>\u003c/p>\n\u003cp>In cities across the country, Uber and Lyft have been fighting efforts to require more stringent background checks, insisting that their current methods are sufficient.\u003c/p>\n\u003cp>Most major American cities have been regulating taxicabs for decades. But as reports surface in cities about passenger safety problems with the ride services, some are making a move to craft their own regulations, such as fingerprinting Uber and Lyft drivers, said Dave Sutton, the head of \u003ca href=\"http://www.whosdrivingyou.org/\" target=\"_blank\">Who's Driving You\u003c/a>, an organization representing the taxi, limousine and paratransit industries.\u003c/p>\n\u003cp>\"Uber is pushing at the state level to basically preempt that local control, and avoid things like fingerprint background checks, which they believe slows their business development down,\" Sutton said.\u003c/p>\n\u003cp>In Los Angeles, Mayor Eric Garcetti and two city councilmen, Paul Krekorian and Herb Wesson, recently sent a letter to the CPUC asking the agency to allow the city to do a fingerprint background check pilot program. Current CPUC regulations do not require fingerprint background checks, which are required for taxicab drivers in many large cities.\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/2016/03/25/state-regulators-deny-l-a-s-request-to-fingerprint-uber-lyft-drivers\" target=\"_blank\">Their request was denied\u003c/a> by CPUC Commissioner Liane Randolph, who said she wanted to first consider whether fingerprint background checks should be required by the CPUC. She wrote that she hoped to provide some direction on the issue by this fall.\u003c/p>\n\u003cp>\u003cstrong>San Francisco Enforcement\u003c/strong>\u003c/p>\n\u003cp>In the hometown of Uber and Lyft, the San Francisco Municipal Transportation Agency would like to enforce state ride-service regulations, since the CPUC doesn't seem to have the ability to do so.\u003c/p>\n\u003cp>“I can’t imagine that would be too controversial, given that the rules are already in place,\" said Kate Toran, head of the SFMTA's taxi division. “We’re not talking about establishing new rules, although I’d be happy to do that as well.”\u003c/p>\n\u003cp>The SFMTA currently has seven taxi investigators, and the agency would theoretically hire more to enforce state rules on ride services. The penalties and other details about how the program would work haven't been discussed.\u003c/p>\n\u003cp>Some estimates have put the number of ride-service vehicles in San Francisco at 20,000, although it's hard to peg an exact number. Both Uber and Lyft are protective of their trip data, which might indicate how all those ride-service cars are impacting transit, congestion and the environment.\u003c/p>\n\u003cp>\u003cstrong>Cities vs. States\u003c/strong>\u003c/p>\n\u003cp>Since California first adopted its ride-service rules in 2013, 29 states and 40 cities have enacted regulations, according to an Uber spokeswoman.\u003c/p>\n\u003cp>Uber officials have argued that rather than deal with a patchwork of local regulations, they prefer a uniform statewide policy. Some trips, they say, may also cross over several jurisdictions.\u003c/p>\n\u003cp>In California, whether the CPUC even has the authority to regulate Uber and Lyft at the state level is a question currently being argued in federal court, where San Francisco-based\u003ca href=\"http://www.sfexaminer.com/flywheel-taxi-sues-state-says-cities-should-regulate-uber-lyft/\" target=\"_blank\"> Flywheel Taxi has sued the agency\u003c/a>, contending ride services should be regulated by cities.\u003c/p>\n\u003cp>The crux of Flywheel's argument that cities have regulatory authority is its contention that ride services are not \"prearranged\" but are rather \"on-demand,\" like taxicabs, which can be hailed on the streets, and are overseen by local agencies.\u003c/p>\n\u003cp>\"This lawsuit is intended to make sure everyone gets to compete, while playing by the same rules,\" said Flywheel's president, Hansu Kim.\u003c/p>\n\u003cp>The CPUC's lawyers recently moved to dismiss the suit, arguing that the agency does have authority under the Public Utilities Code. They say that was blessed by the Legislature when it \u003ca href=\"http://asmdc.org/members/a14/news-room/press-releases/bonilla-s-groundbreaking-bill-defining-insurance-coverage-for-uber-and-lyft-signed-by-governor\" target=\"_blank\">passed a bill by Assemblywoman Susan Bonilla\u003c/a> clarifying insurance coverage and \"ensuring oversight\" of ride services by the CPUC.\u003c/p>\n\u003cp>\u003cstrong>CPUC Reform\u003c/strong>\u003c/p>\n\u003cp>State lawmakers, meanwhile, are considering another round of legislation to reform the CPUC, and to enact tougher rules on ride services. One bill, by Assemblyman Ben Hueso, \u003ca href=\"http://www.sacbee.com/news/politics-government/capitol-alert/article70089442.html\" target=\"_blank\">passed its first committee test\u003c/a> Tuesday. It calls on the CPUC to oversee prices, do more stringent background checks and look into how ride services can better serve people with disabilities.\u003c/p>\n\u003cp>A reform measure, proposed as a constitutional amendment, would give the Legislature the authority to break up the CPUC. Some lawmakers say the agency is stretched too thin.\u003c/p>\n\u003cp>According to a 2014 report by the state auditor, the CPUC's Transportation Enforcement Branch has 45 staffers overseeing ride services, limousines, charter buses, airport shuttles, moving companies, light-rail public transit, railroads and ferries.\u003c/p>\n\u003cp>Some consumer advocates, though, aren't so sure the regulation of ride services should be taken away from the CPUC.\u003c/p>\n\u003cp>\"I think it's never good when a regulator doesn't want to regulate an industry that they regulate,\" said Jamie Court, head of Consumer Watchdog. He said he thinks the CPUC is the \"appropriate umpire\" to oversee ride services.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"While they can defer to localities' restrictions, which they should, there also needs to be a baseline for rural areas and other cities that haven't gotten into the fray, or where the political will isn't there to regulate the companies,\" he said.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>The California Public Utilities Commission has denied a request by Los Angeles Mayor Eric Garcetti and two City Council members to launch a pilot fingerprint background check for Uber and Lyft drivers.\u003c/p>\n\u003cp>In a letter dated March 22, addressed to Garcetti and City Council members Paul Krekorian and Herb Wesson, CPUC Commissioner Liane Randolph said she \u003ca href=\"http://ww2.kqed.org/news/2016/02/26/california-to-reconsider-fingerprint-checks-for-uber-lyft-drivers\" target=\"_blank\">was planning to issue a ruling\u003c/a> asking a series of questions about the use of fingerprint background checks for ride-service drivers.\u003c/p>\n\u003cp>\"While I appreciate the City of Los Angeles's innovation in setting out the framework for a pilot, I would prefer to consider statewide options before launching a city-specific program,\" she wrote.\u003c/p>\n\u003cp>The CPUC is currently considering whether to require fingerprint background checks, as part of its ongoing proceedings to regulate ride services.\u003c/p>\n\u003cp>Randolph said she hoped the CPUC would be able to provide direction on the issue \"by fall of this year.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>In their \u003ca href=\"http://www.scribd.com/doc/305119721/City-of-LA-to-CPUC-on-Fingerprinting-Pilot-Program\" target=\"_blank\">letter to Randolph\u003c/a>, the L.A. officials said that the current \"protocols and practices\" on background checks are \"a cause for concern to the riding public.\"\u003c/p>\n\u003cp>[contextly_sidebar id=\"Q90b1gSGwYwonDSbeCDiqfDy81SUsZxb\"]\u003c/p>\n\u003cp>Even if \"TNC (transportation network company) claims of safety and security are to be believed, their best practices are subject to change at any time without the backstop of law or regulation,\" the letter said.\u003c/p>\n\u003cp>The pilot program would have also applied to limo, van and shuttle service drivers. It would have required the services “to reveal how and why they deny drivers employment, what the appeals processes are and how fingerprinting requirements impact the number of drivers they accept or reject.”\u003c/p>\n\u003cp>Los Angeles taxicab drivers have been required to submit fingerprints for decades. They are also required to do it in most other major cities.\u003c/p>\n\u003cp>Current CPUC regulations do not require fingerprint background checks. Law enforcement officials have said they are the \"gold standard.\" Ride services counter that no background check is perfect, and argue their checks are just as good.\u003c/p>\n\u003cp>Uber uses Checkr, which tracks criminal history for the past seven years. The company says hundreds of drivers who passed fingerprint background checks have not cleared their checks. They've also argued that fingerprint checks are discriminatory.\u003c/p>\n\u003cp>But the L.A. city officials point to \u003ca href=\"http://www.latimes.com/local/lanow/la-me-ln-uber-criminal-records-20150804-story.html\" target=\"_blank\">an L.A. Times investigation\u003c/a> that found some Uber drivers at LAX had lengthy criminal records, despite being vetted by the company.\u003c/p>\n\u003cp>A Lyft spokeswoman said drivers \"undergo a comprehensive screening process, which includes an independent, professionally administered background check mandated by the State of California, as well as an in-person session where their credentials are confirmed.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>[scribd id=305951839 key=key-6XZsXdpuzb5tFdLDurMz mode=scroll]\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The California Public Utilities Commission has denied a request by Los Angeles Mayor Eric Garcetti and two City Council members to launch a pilot fingerprint background check for Uber and Lyft drivers.\u003c/p>\n\u003cp>In a letter dated March 22, addressed to Garcetti and City Council members Paul Krekorian and Herb Wesson, CPUC Commissioner Liane Randolph said she \u003ca href=\"http://ww2.kqed.org/news/2016/02/26/california-to-reconsider-fingerprint-checks-for-uber-lyft-drivers\" target=\"_blank\">was planning to issue a ruling\u003c/a> asking a series of questions about the use of fingerprint background checks for ride-service drivers.\u003c/p>\n\u003cp>\"While I appreciate the City of Los Angeles's innovation in setting out the framework for a pilot, I would prefer to consider statewide options before launching a city-specific program,\" she wrote.\u003c/p>\n\u003cp>The CPUC is currently considering whether to require fingerprint background checks, as part of its ongoing proceedings to regulate ride services.\u003c/p>\n\u003cp>Randolph said she hoped the CPUC would be able to provide direction on the issue \"by fall of this year.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In their \u003ca href=\"http://www.scribd.com/doc/305119721/City-of-LA-to-CPUC-on-Fingerprinting-Pilot-Program\" target=\"_blank\">letter to Randolph\u003c/a>, the L.A. officials said that the current \"protocols and practices\" on background checks are \"a cause for concern to the riding public.\"\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>Even if \"TNC (transportation network company) claims of safety and security are to be believed, their best practices are subject to change at any time without the backstop of law or regulation,\" the letter said.\u003c/p>\n\u003cp>The pilot program would have also applied to limo, van and shuttle service drivers. It would have required the services “to reveal how and why they deny drivers employment, what the appeals processes are and how fingerprinting requirements impact the number of drivers they accept or reject.”\u003c/p>\n\u003cp>Los Angeles taxicab drivers have been required to submit fingerprints for decades. They are also required to do it in most other major cities.\u003c/p>\n\u003cp>Current CPUC regulations do not require fingerprint background checks. Law enforcement officials have said they are the \"gold standard.\" Ride services counter that no background check is perfect, and argue their checks are just as good.\u003c/p>\n\u003cp>Uber uses Checkr, which tracks criminal history for the past seven years. The company says hundreds of drivers who passed fingerprint background checks have not cleared their checks. They've also argued that fingerprint checks are discriminatory.\u003c/p>\n\u003cp>But the L.A. city officials point to \u003ca href=\"http://www.latimes.com/local/lanow/la-me-ln-uber-criminal-records-20150804-story.html\" target=\"_blank\">an L.A. Times investigation\u003c/a> that found some Uber drivers at LAX had lengthy criminal records, despite being vetted by the company.\u003c/p>\n\u003cp>A Lyft spokeswoman said drivers \"undergo a comprehensive screening process, which includes an independent, professionally administered background check mandated by the State of California, as well as an in-person session where their credentials are confirmed.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003ciframe\n class=\"scribd_iframe_embed\"\n src=\"//www.scribd.com/embeds/305951839/content?start_page=1&view_mode=&access_key=key-6XZsXdpuzb5tFdLDurMz\"\n title=\"http://www.scribd.com/doc/305951839\"\n data-auto-height=\"true\" scrolling=\"no\" id=\"scribd_305951839\"\n width=\"100%\" height=\"500\" frameborder=\"0\">\u003c/iframe>\n \u003ca class=\"utils-parseShortcode-shortcodes-__scribdShortcode__scribd_footer\"\n href=\"http://www.scribd.com/doc/305951839\"\n target=\"_blank\" rel=\"noopener noreferrer\">View this document on Scribd\u003c/a>\u003c/p>\u003cp>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>The California Public Utilities Commission met today to talk about the latest phase of regulations for ride services, just two days after its president told a state Senate committee hearing that no state agency -- including his, apparently -- wants to oversee Uber and Lyft.\u003c/p>\n\u003cp>The commissioners were scheduled to vote today on \u003ca href=\"http://ww2.kqed.org/news/2016/01/26/california-regulators-propose-new-round-of-rules-for-uber-lyft\" target=\"_blank\">tightening ride-service guidelines\u003c/a>, but postponed the decision until April 7 so that regulators could clear up some issues over leased vehicles, get more input on fingerprint background checks and clarify rules for transporting unaccompanied minors.\u003c/p>\n\u003cp>Commissioner Liane Randolph, charged with drafting the latest regulations, said she needed clarity over differing state codes about leased vehicles. Uber has a leasing program for its drivers, and Lyft \u003ca href=\"http://www.latimes.com/business/autos/la-fi-hy-lyft-gm-rentals-20160315-story.html\" target=\"_blank\">recently announced\u003c/a> it is partnering with GM on a lease program.\u003c/p>\n\u003cp>The original regulations were adopted by the CPUC in 2013. The new rules being considered would toughen restrictions on vehicle inspections, requiring that ride-service vehicles be inspected every year, or every 50,000 miles, at a state-licensed facility. Inspection records for each vehicle would need to be maintained for up to three years. The regulations would also sanction ride-service carpools.\u003c/p>\n\u003cp>Randolph said regulators needed more time to gather evidence about whether all transportation network company drivers should be \u003ca href=\"http://ww2.kqed.org/news/2016/02/26/california-to-reconsider-fingerprint-checks-for-uber-lyft-drivers\" target=\"_blank\">required to do fingerprint background checks\u003c/a>.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Taxicab operators have argued vehemently that ride service-drivers should undergo the same kind of background checks they are required to do. But Uber has argued that no background check is foolproof, even though law enforcement officials have said fingerprint checks are the \"gold standard.\"\u003c/p>\n\u003cp>[contextly_sidebar id=\"z82gcfkcdv7944OJd3H2CxC2Kx7dLa9V\"]\u003c/p>\n\u003cp>In Los Angeles today, city officials -- including the mayor -- \u003ca href=\"http://www.laweekly.com/news/la-wants-uber-drivers-to-be-fingerprinted-6725703\" target=\"_blank\">sent a letter to the CPUC asking for permission \u003c/a>to implement a pilot fingerprint background check program.\u003c/p>\n\u003cp>“A fingerprinting pilot program makes sense in LA and will help the Public Utilities Commission gather valuable information as it contemplates implementing a more thorough background check program statewide,” said City Councilman Paul Krekorian in a press release.\u003c/p>\n\u003cp>Commissioner Catherine Sandoval suggested the ride-service companies should submit reports on driver suspensions every six months, instead of annually.\u003c/p>\n\u003cp>\"Twelve-month reporting seems like a long period of time because some of these suspensions are for pretty serious issues,\" said Sandoval.\u003c/p>\n\u003caside class=\"pullquote alignleft\">'Maybe somebody else should do it. I don't know who.'\u003ccite>CPUC President Michael Picker\u003c/cite>\u003c/aside>\n\u003cp>In response, Randolph said Sandoval's suggestion would be considered.\u003c/p>\n\u003cp>\"Part of the idea on collecting suspensions is not because we're going to be out on the sidewalk looking for suspended drivers. But are we seeing trends?\" Randolph said.\u003c/p>\n\u003cp>Sandoval also expressed concern that some ride-service vehicles are operating with new dealer plates, which could make it difficult to track a driver in a collision.\u003c/p>\n\u003cp>Sandoval, who was once hit by a driver who had a new dealer plate, said her biggest question was: \"Who hit me?\" She said she was lucky that the driver did not take off and she was able to get his information.\u003c/p>\n\u003cp>\"That's the big concern, especially when we're requiring (ride-service drivers) not to operate as ordinary citizens, but as TNCs transporting people and also interacting with pedestrians,\" she said.\u003c/p>\n\u003cp>The amended rules would also require vehicles to have trade dress, or signs in both the front and back of ride-service vehicles.\u003c/p>\n\u003cp>[contextly_sidebar id=\"KUTaMRQPHsc7FMJ486HUC4omdANL6NXU\"]\u003c/p>\n\u003cp>The new regulations are being considered at a time when the president of the embattled agency, Michael Picker, has indicated the CPUC is overwhelmed with too many responsibilities, including regulating ride services.\u003c/p>\n\u003cp>\"Maybe somebody else should do it,\" Picker told the state Senate Committee on Energy, Utilities and Communications Tuesday, \u003ca href=\"http://www.latimes.com/politics/essential/la-pol-sac-essential-politics-20160301-htmlstory.html#4580\" target=\"_blank\">according to the Los Angeles Times\u003c/a>. \"I don’t know who.\"\u003c/p>\n\u003cp>Just a week earlier, Picker \u003ca href=\"http://ww2.kqed.org/news/2016/03/08/cpuc-head-suggests-agency-needs-fewer-responsibilities\" target=\"_blank\">told an Assembly committee\u003c/a> that he's \"underwater on a daily basis,\" and he asked whether ride services should be regulated by the Department of Motor Vehicles and the California Highway Patrol.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>While no other state agency may want to take on the job, one local agency that has long been strongly advocating for enforcement of ride services is the San Francisco Municipal Transportation Agency. Although the companies won't say how many ride-service vehicles operate in San Francisco, where Uber and Lyft are headquartered, some estimates have put the number at 20,000.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The California Public Utilities Commission met today to talk about the latest phase of regulations for ride services, just two days after its president told a state Senate committee hearing that no state agency -- including his, apparently -- wants to oversee Uber and Lyft.\u003c/p>\n\u003cp>The commissioners were scheduled to vote today on \u003ca href=\"http://ww2.kqed.org/news/2016/01/26/california-regulators-propose-new-round-of-rules-for-uber-lyft\" target=\"_blank\">tightening ride-service guidelines\u003c/a>, but postponed the decision until April 7 so that regulators could clear up some issues over leased vehicles, get more input on fingerprint background checks and clarify rules for transporting unaccompanied minors.\u003c/p>\n\u003cp>Commissioner Liane Randolph, charged with drafting the latest regulations, said she needed clarity over differing state codes about leased vehicles. Uber has a leasing program for its drivers, and Lyft \u003ca href=\"http://www.latimes.com/business/autos/la-fi-hy-lyft-gm-rentals-20160315-story.html\" target=\"_blank\">recently announced\u003c/a> it is partnering with GM on a lease program.\u003c/p>\n\u003cp>The original regulations were adopted by the CPUC in 2013. The new rules being considered would toughen restrictions on vehicle inspections, requiring that ride-service vehicles be inspected every year, or every 50,000 miles, at a state-licensed facility. Inspection records for each vehicle would need to be maintained for up to three years. The regulations would also sanction ride-service carpools.\u003c/p>\n\u003cp>Randolph said regulators needed more time to gather evidence about whether all transportation network company drivers should be \u003ca href=\"http://ww2.kqed.org/news/2016/02/26/california-to-reconsider-fingerprint-checks-for-uber-lyft-drivers\" target=\"_blank\">required to do fingerprint background checks\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Taxicab operators have argued vehemently that ride service-drivers should undergo the same kind of background checks they are required to do. But Uber has argued that no background check is foolproof, even though law enforcement officials have said fingerprint checks are the \"gold standard.\"\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>In Los Angeles today, city officials -- including the mayor -- \u003ca href=\"http://www.laweekly.com/news/la-wants-uber-drivers-to-be-fingerprinted-6725703\" target=\"_blank\">sent a letter to the CPUC asking for permission \u003c/a>to implement a pilot fingerprint background check program.\u003c/p>\n\u003cp>“A fingerprinting pilot program makes sense in LA and will help the Public Utilities Commission gather valuable information as it contemplates implementing a more thorough background check program statewide,” said City Councilman Paul Krekorian in a press release.\u003c/p>\n\u003cp>Commissioner Catherine Sandoval suggested the ride-service companies should submit reports on driver suspensions every six months, instead of annually.\u003c/p>\n\u003cp>\"Twelve-month reporting seems like a long period of time because some of these suspensions are for pretty serious issues,\" said Sandoval.\u003c/p>\n\u003caside class=\"pullquote alignleft\">'Maybe somebody else should do it. I don't know who.'\u003ccite>CPUC President Michael Picker\u003c/cite>\u003c/aside>\n\u003cp>In response, Randolph said Sandoval's suggestion would be considered.\u003c/p>\n\u003cp>\"Part of the idea on collecting suspensions is not because we're going to be out on the sidewalk looking for suspended drivers. But are we seeing trends?\" Randolph said.\u003c/p>\n\u003cp>Sandoval also expressed concern that some ride-service vehicles are operating with new dealer plates, which could make it difficult to track a driver in a collision.\u003c/p>\n\u003cp>Sandoval, who was once hit by a driver who had a new dealer plate, said her biggest question was: \"Who hit me?\" She said she was lucky that the driver did not take off and she was able to get his information.\u003c/p>\n\u003cp>\"That's the big concern, especially when we're requiring (ride-service drivers) not to operate as ordinary citizens, but as TNCs transporting people and also interacting with pedestrians,\" she said.\u003c/p>\n\u003cp>The amended rules would also require vehicles to have trade dress, or signs in both the front and back of ride-service vehicles.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>The new regulations are being considered at a time when the president of the embattled agency, Michael Picker, has indicated the CPUC is overwhelmed with too many responsibilities, including regulating ride services.\u003c/p>\n\u003cp>\"Maybe somebody else should do it,\" Picker told the state Senate Committee on Energy, Utilities and Communications Tuesday, \u003ca href=\"http://www.latimes.com/politics/essential/la-pol-sac-essential-politics-20160301-htmlstory.html#4580\" target=\"_blank\">according to the Los Angeles Times\u003c/a>. \"I don’t know who.\"\u003c/p>\n\u003cp>Just a week earlier, Picker \u003ca href=\"http://ww2.kqed.org/news/2016/03/08/cpuc-head-suggests-agency-needs-fewer-responsibilities\" target=\"_blank\">told an Assembly committee\u003c/a> that he's \"underwater on a daily basis,\" and he asked whether ride services should be regulated by the Department of Motor Vehicles and the California Highway Patrol.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>While no other state agency may want to take on the job, one local agency that has long been strongly advocating for enforcement of ride services is the San Francisco Municipal Transportation Agency. Although the companies won't say how many ride-service vehicles operate in San Francisco, where Uber and Lyft are headquartered, some estimates have put the number at 20,000.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>One of the big questions surrounding Uber and Lyft's growing popularity in cities has been: Are ride services taking passengers away from public transportation?\u003c/p>\n\u003cp>Now comes \u003ca href=\"http://www.apta.com/resources/hottopics/Pages/Shared-Use-Mobility.aspx\" target=\"_blank\">a study\u003c/a> conducted for the American Public Transportation Association. It found that people who use ride services and other options, such as bike sharing and car sharing, rely on public transit as their most common mode of transportation.\u003c/p>\n\u003cp>The survey of 4,500 people in seven cities, including San Francisco and Los Angeles, says that half reported using transit frequently. The most popular time for ride service trips was between 10 p.m. and 4 a.m., and on weekends -- an indication that use peaks for social outings, or at times when public transit service isn't as widely available.\u003c/p>\n\u003cp>\"This suggests that people use ridesourcing situationally, and not daily -- as a mode that fills in gaps or works under specific circumstances rather than as the core of their commute,\" the report said.\u003c/p>\n\u003cp>Instead of reducing public transit trips, the study said ride services are largely replacing private auto and taxicab trips. Many are also using ride services as the first mile/last mile connection to public transit. In San Francisco, some of the most common spots for ride service pickups and drop-offs are around public transit hubs.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The average salary for those surveyed was around $90,000 and the average age was 41. About 34 percent were between the ages of 25 to 34. Twenty percent made less than $50,000 a year.\u003c/p>\n\u003cp>Besides public transportation, the study noted that car sharing was the most popular alternative mode for low- to moderate-income residents, followed by ride services.\u003c/p>\n\u003cp>The study recommended that public transit agencies embark on more public-private partnerships, and encouraged companies like Uber and Lyft to \"make use of new technologies' rich data gathering capabilities.\"\u003c/p>\n\u003cp>Ride-service companies have been reluctant to release data, even to public transit agencies, which would shed light on how and where their services are getting the greatest use in cities like San Francisco. However, \u003ca href=\"http://ww2.kqed.org/news/2015/12/07/are-uber-and-lyft-really-disrupting-transportation\" target=\"_blank\">one study is underway\u003c/a> that should offer the first comprehensive glimpse at how ride services are impacting congestion and the environment.\u003c/p>\n\u003cp>The survey found that the availability of \"shared mobility\" options allowed many people to put off buying a car or not buy one at all.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>[scribd id=304902783 key=key-RRpGyvSeO9o3T1nGFJBy mode=scroll]\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>One of the big questions surrounding Uber and Lyft's growing popularity in cities has been: Are ride services taking passengers away from public transportation?\u003c/p>\n\u003cp>Now comes \u003ca href=\"http://www.apta.com/resources/hottopics/Pages/Shared-Use-Mobility.aspx\" target=\"_blank\">a study\u003c/a> conducted for the American Public Transportation Association. It found that people who use ride services and other options, such as bike sharing and car sharing, rely on public transit as their most common mode of transportation.\u003c/p>\n\u003cp>The survey of 4,500 people in seven cities, including San Francisco and Los Angeles, says that half reported using transit frequently. The most popular time for ride service trips was between 10 p.m. and 4 a.m., and on weekends -- an indication that use peaks for social outings, or at times when public transit service isn't as widely available.\u003c/p>\n\u003cp>\"This suggests that people use ridesourcing situationally, and not daily -- as a mode that fills in gaps or works under specific circumstances rather than as the core of their commute,\" the report said.\u003c/p>\n\u003cp>Instead of reducing public transit trips, the study said ride services are largely replacing private auto and taxicab trips. Many are also using ride services as the first mile/last mile connection to public transit. In San Francisco, some of the most common spots for ride service pickups and drop-offs are around public transit hubs.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The average salary for those surveyed was around $90,000 and the average age was 41. About 34 percent were between the ages of 25 to 34. Twenty percent made less than $50,000 a year.\u003c/p>\n\u003cp>Besides public transportation, the study noted that car sharing was the most popular alternative mode for low- to moderate-income residents, followed by ride services.\u003c/p>\n\u003cp>The study recommended that public transit agencies embark on more public-private partnerships, and encouraged companies like Uber and Lyft to \"make use of new technologies' rich data gathering capabilities.\"\u003c/p>\n\u003cp>Ride-service companies have been reluctant to release data, even to public transit agencies, which would shed light on how and where their services are getting the greatest use in cities like San Francisco. However, \u003ca href=\"http://ww2.kqed.org/news/2015/12/07/are-uber-and-lyft-really-disrupting-transportation\" target=\"_blank\">one study is underway\u003c/a> that should offer the first comprehensive glimpse at how ride services are impacting congestion and the environment.\u003c/p>\n\u003cp>The survey found that the availability of \"shared mobility\" options allowed many people to put off buying a car or not buy one at all.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003ciframe\n class=\"scribd_iframe_embed\"\n src=\"//www.scribd.com/embeds/304902783/content?start_page=1&view_mode=&access_key=key-RRpGyvSeO9o3T1nGFJBy\"\n title=\"http://www.scribd.com/doc/304902783\"\n data-auto-height=\"true\" scrolling=\"no\" id=\"scribd_304902783\"\n width=\"100%\" height=\"500\" frameborder=\"0\">\u003c/iframe>\n \u003ca class=\"utils-parseShortcode-shortcodes-__scribdShortcode__scribd_footer\"\n href=\"http://www.scribd.com/doc/304902783\"\n target=\"_blank\" rel=\"noopener noreferrer\">View this document on Scribd\u003c/a>\u003c/p>\u003cp>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"headTitle": "The California Report | KQED News",
"content": "\u003cp>The California Public Utilities Commission will consider requiring drivers for all ride services, including Uber and Lyft, to undergo fingerprint background checks, just as Uber is facing more scrutiny over its screening process.\u003c/p>\n\u003cp>In January, commissioner Liane Randolph declined to recommend more rigorous screenings for ride-service drivers. But in \u003ca href=\"http://ww2.kqed.org/news/2016/01/26/california-regulators-propose-new-round-of-rules-for-uber-lyft\" target=\"_blank\">proposing a new set of rules for transportation network companies\u003c/a>, Randolph wrote that the CPUC would issue a ruling \"posing questions about background checks and establishing the identity of drivers through methods such as fingerprinting.\"\u003c/p>\n\u003cp>Randolph did propose fingerprint checks in the revised rules for services like Shuddle, which transport unaccompanied minors. The full CPUC is scheduled to consider the proposals March 17 in what's called \"Phase II\" of the regulatory process for transportation network companies.\u003c/p>\n\u003cp>The largest ride-service company, Uber, has come under more criticism in recent days over its background checks following a mass shooting in Michigan. The attack was allegedly committed by an Uber driver, who is charged with killing six people and wounding two others.\u003c/p>\n\u003cp>[contextly_sidebar id=\"QDZtTpMY2CL6gtqNB6t1oUDnUjE67Tkt\"]\u003c/p>\n\u003cp>Company officials have said no red flags were raised about 45-year-old Jason Dalton, although a rider reported \u003ca href=\"http://www.theguardian.com/us-news/2016/feb/22/kalamazoo-shooting-spree-jason-dalton-uber-ignored-safety-complaint\" target=\"_blank\">he was \"driving dangerously\" \u003c/a>before the rampage.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"No background process would have made a difference in this case because the person had no criminal history,\" Uber's chief security officer, Joe Sullivan, \u003ca href=\"https://newsroom.uber.com/uberbriefingkalamazoo/\" target=\"_blank\">told reporters in a conference call.\u003c/a>\u003c/p>\n\u003cp>Uber uses \u003ca href=\"https://checkr.com/\" target=\"_blank\">Checkr\u003c/a>, which looks at a person's criminal history for the past seven years. The ride-service company \u003ca href=\"https://newsroom.uber.com/details-on-safety/\" target=\"_blank\">has maintained\u003c/a> that all background checks available today contain flaws, even though fingerprint checks are considered by many law enforcement, transportation and taxicab industry officials to be the \"gold standard.\"\u003c/p>\n\u003cp>The kind of background checks Uber uses are the same kind of screenings any company might do on a prospective employee, but not for someone being placed in a position of trust, said Dave Sutton, the spokesman for \u003ca href=\"http://www.whosdrivingyou.org\" target=\"_blank\">Who's Driving You\u003c/a>, a public safety campaign of the Taxicab, Limousine and Paratransit Association.\u003c/p>\n\u003cp>\"Not all background checks are alike,\" said Sutton. \"What we're really talking about are fingerprint-based background checks conducted by government.\"\u003c/p>\n\u003cp>Sutton said the vast majority of large U.S. cities require fingerprint checks for taxi drivers, who have been arguing that ride services should face the same kind of background checks and training that they do.\u003c/p>\n\u003cp>Uber recently announced it would \u003ca href=\"https://www.washingtonpost.com/news/the-switch/wp/2016/02/11/uber-is-about-to-pay-its-u-s-riders-28-5-million-heres-why/\" target=\"_blank\">settle two lawsuits for $28 million\u003c/a> that accused the company of misrepresenting its background check process as \"industry-leading.\" The district attorneys of San Francisco and Los Angeles also filed suit against the company for \"misleading and false\" statements about its screening process.\u003c/p>\n\u003cp>When those \u003ca href=\"http://www.sfgate.com/business/article/DA-major-flaws-in-Uber-background-checks-allow-6453865.php\" target=\"_blank\">prosecutors filed an updated complaint\u003c/a> against Uber in August, they noted that there were 25 cases in Los Angeles where Uber's background check process failed, allowing registered sex offenders, identity thieves, burglars and a convicted murderer to become drivers.\u003c/p>\n\u003cfigure id=\"attachment_10878394\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/02/UberLyft-800x533.jpg\" alt=\"Adnan Aloudi, a full-time Uber and Lyft driver, drives through downtown San Francisco.\" width=\"800\" height=\"533\" class=\"size-medium wp-image-10878394\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/02/UberLyft-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/02/UberLyft-400x267.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/02/UberLyft.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/02/UberLyft-1180x787.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/02/UberLyft-960x640.jpg 960w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Adnan Aloudi, a full-time Uber and Lyft driver, drives through downtown San Francisco. \u003ccite>(Ericka Cruz Guevarra/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\"The private background check companies employed by Uber do not have access to (California Department of Justice) and federal databases of criminal history repositories,\" the district attorneys' complaint stated. \"The background check companies employed by Uber search for criminal convictions in commercial databases that do not index their records by unique biometric identifiers.\"\u003c/p>\n\u003cp>Uber contends that fingerprint background checks are not 100 percent accurate, and can include people not actually convicted of the crimes they were accused of, a point the two district attorneys have also called \"false and misleading.\"\u003c/p>\n\u003cp>“Our problem with fingerprinting is, we think it’s discriminatory, meaning there’s a lot of people who might have been arrested who were not convicted that will be denied this opportunity,” Uber senior adviser David Plouffe said this week, according to\u003ca href=\"http://www.bostonherald.com/business/business_markets/2016/02/uber_don_t_fingerprint_our_drivers\" target=\"_blank\"> the Boston Herald\u003c/a>.\u003c/p>\n\u003cp>Uber recently announced that it would give people convicted of nonviolent felonies whose crimes were reduced to misdemeanors under California's Proposition 47, \u003ca href=\"http://www.bloomberg.com/news/articles/2016-01-13/uber-to-help-california-ex-felons-get-driver-gigs\" target=\"_blank\">an opportunity to drive\u003c/a>.\u003c/p>\n\u003caside class=\"pullquote alignright\">'It's one thing to sign up online in a couple of days. It’s quite another to be fingerprinted and go down to the police station.'\u003c/aside>\n\u003cp>Sutton believes the reason Uber is opposed to fingerprint checks is that half of Uber's 400,000 drivers in the U.S. are part-timers, driving less than 10 hours a week, and many would rather not go through the process of getting fingerprinted.\u003c/p>\n\u003cp>\"The companies are convinced that these people who drive casually will not bother to sign up if it's too cumbersome to do so,\" Sutton said. \"It's one thing to sign up online in a couple of days. It's quite another to be fingerprinted and go down to the police station.\"\u003c/p>\n\u003cp>Current California regulations require ride services to conduct criminal background checks that go back seven years, but not fingerprint checks. Sutton believes regulators have been slow to require a stricter screening process because of Uber's political power and success in beating back tougher regulations.\u003c/p>\n\u003cp>One of the biggest regulatory battles is happening in Austin, Texas, where both Uber and Lyft threatened to leave after the city council voted to require fingerprint checks. Uber then supported a successful campaign to \u003ca href=\"http://www.mystatesman.com/news/news/local-govt-politics/council-sets-may-7-ballot-on-ride-hailing/nqRgm/\" target=\"_blank\">put the issue before voters\u003c/a> this May, while signatures to recall a city councilwoman who pushed for fingerprint checks have been \u003ca href=\"http://kxan.com/2016/02/23/petition-to-recall-ann-kitchen-to-be-validated-by-clerks-office/\" target=\"_blank\">submitted to the city clerk\u003c/a>. Both Uber and Lyft have said they \u003ca href=\"http://kxan.com/2016/02/01/petition-organized-to-recall-austin-council-member-ann-kitchen/\" target=\"_blank\">do not support the recall effort\u003c/a>.\u003c/p>\n\u003cp>In California, two efforts in the state Legislature by Assemblyman Adrin Nazarian (D-Sherman Oaks) that would have required fingerprint checks died in committee. However, Assemblyman Jim Cooper hopes a bill he introduced in September requiring stricter background checks will pass this time around.\u003c/p>\n\u003cp>\"I scratch my head when I hear that Uber drivers in New York are fingerprinted,\" said Cooper, a former sheriff's captain. \"Whatever Uber's background check is, it should be consistent. And right now, in talking to other jurisdictions, it's inconsistent.\"\u003c/p>\n\u003cp>Cooper, whose daughter is an Uber driver, said he believes the CPUC hasn't required tougher background checks because it lacks resources and is \"spread very thin.\"\u003c/p>\n\u003cp>Though he agrees fingerprint checks are the gold standard, his bill doesn't explicitly require fingerprint checks because the Elk Grove Democrat said he wants to first have a dialogue with the companies. For now, his bill calls for \"comprehensive criminal background checks.\"\u003c/p>\n\u003cp>\"Their current reporting standard is subpar at best,\" said Cooper, whose bill is expected to get its first committee hearing in the Senate later this year.\u003c/p>\n\u003cp>Sutton said ride-service companies may likely change their policies on background checks when enough customers demand it.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\"Essentially, what's happening is exactly what happened in the taxi industry,\" Sutton said. \"Enough bad things happened that enough people become aware that this is absolutely a must-do, and so the political will was established.\"\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The California Public Utilities Commission will consider requiring drivers for all ride services, including Uber and Lyft, to undergo fingerprint background checks, just as Uber is facing more scrutiny over its screening process.\u003c/p>\n\u003cp>In January, commissioner Liane Randolph declined to recommend more rigorous screenings for ride-service drivers. But in \u003ca href=\"http://ww2.kqed.org/news/2016/01/26/california-regulators-propose-new-round-of-rules-for-uber-lyft\" target=\"_blank\">proposing a new set of rules for transportation network companies\u003c/a>, Randolph wrote that the CPUC would issue a ruling \"posing questions about background checks and establishing the identity of drivers through methods such as fingerprinting.\"\u003c/p>\n\u003cp>Randolph did propose fingerprint checks in the revised rules for services like Shuddle, which transport unaccompanied minors. The full CPUC is scheduled to consider the proposals March 17 in what's called \"Phase II\" of the regulatory process for transportation network companies.\u003c/p>\n\u003cp>The largest ride-service company, Uber, has come under more criticism in recent days over its background checks following a mass shooting in Michigan. The attack was allegedly committed by an Uber driver, who is charged with killing six people and wounding two others.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>Company officials have said no red flags were raised about 45-year-old Jason Dalton, although a rider reported \u003ca href=\"http://www.theguardian.com/us-news/2016/feb/22/kalamazoo-shooting-spree-jason-dalton-uber-ignored-safety-complaint\" target=\"_blank\">he was \"driving dangerously\" \u003c/a>before the rampage.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"No background process would have made a difference in this case because the person had no criminal history,\" Uber's chief security officer, Joe Sullivan, \u003ca href=\"https://newsroom.uber.com/uberbriefingkalamazoo/\" target=\"_blank\">told reporters in a conference call.\u003c/a>\u003c/p>\n\u003cp>Uber uses \u003ca href=\"https://checkr.com/\" target=\"_blank\">Checkr\u003c/a>, which looks at a person's criminal history for the past seven years. The ride-service company \u003ca href=\"https://newsroom.uber.com/details-on-safety/\" target=\"_blank\">has maintained\u003c/a> that all background checks available today contain flaws, even though fingerprint checks are considered by many law enforcement, transportation and taxicab industry officials to be the \"gold standard.\"\u003c/p>\n\u003cp>The kind of background checks Uber uses are the same kind of screenings any company might do on a prospective employee, but not for someone being placed in a position of trust, said Dave Sutton, the spokesman for \u003ca href=\"http://www.whosdrivingyou.org\" target=\"_blank\">Who's Driving You\u003c/a>, a public safety campaign of the Taxicab, Limousine and Paratransit Association.\u003c/p>\n\u003cp>\"Not all background checks are alike,\" said Sutton. \"What we're really talking about are fingerprint-based background checks conducted by government.\"\u003c/p>\n\u003cp>Sutton said the vast majority of large U.S. cities require fingerprint checks for taxi drivers, who have been arguing that ride services should face the same kind of background checks and training that they do.\u003c/p>\n\u003cp>Uber recently announced it would \u003ca href=\"https://www.washingtonpost.com/news/the-switch/wp/2016/02/11/uber-is-about-to-pay-its-u-s-riders-28-5-million-heres-why/\" target=\"_blank\">settle two lawsuits for $28 million\u003c/a> that accused the company of misrepresenting its background check process as \"industry-leading.\" The district attorneys of San Francisco and Los Angeles also filed suit against the company for \"misleading and false\" statements about its screening process.\u003c/p>\n\u003cp>When those \u003ca href=\"http://www.sfgate.com/business/article/DA-major-flaws-in-Uber-background-checks-allow-6453865.php\" target=\"_blank\">prosecutors filed an updated complaint\u003c/a> against Uber in August, they noted that there were 25 cases in Los Angeles where Uber's background check process failed, allowing registered sex offenders, identity thieves, burglars and a convicted murderer to become drivers.\u003c/p>\n\u003cfigure id=\"attachment_10878394\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/02/UberLyft-800x533.jpg\" alt=\"Adnan Aloudi, a full-time Uber and Lyft driver, drives through downtown San Francisco.\" width=\"800\" height=\"533\" class=\"size-medium wp-image-10878394\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/02/UberLyft-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/02/UberLyft-400x267.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/02/UberLyft.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/02/UberLyft-1180x787.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/02/UberLyft-960x640.jpg 960w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Adnan Aloudi, a full-time Uber and Lyft driver, drives through downtown San Francisco. \u003ccite>(Ericka Cruz Guevarra/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\"The private background check companies employed by Uber do not have access to (California Department of Justice) and federal databases of criminal history repositories,\" the district attorneys' complaint stated. \"The background check companies employed by Uber search for criminal convictions in commercial databases that do not index their records by unique biometric identifiers.\"\u003c/p>\n\u003cp>Uber contends that fingerprint background checks are not 100 percent accurate, and can include people not actually convicted of the crimes they were accused of, a point the two district attorneys have also called \"false and misleading.\"\u003c/p>\n\u003cp>“Our problem with fingerprinting is, we think it’s discriminatory, meaning there’s a lot of people who might have been arrested who were not convicted that will be denied this opportunity,” Uber senior adviser David Plouffe said this week, according to\u003ca href=\"http://www.bostonherald.com/business/business_markets/2016/02/uber_don_t_fingerprint_our_drivers\" target=\"_blank\"> the Boston Herald\u003c/a>.\u003c/p>\n\u003cp>Uber recently announced that it would give people convicted of nonviolent felonies whose crimes were reduced to misdemeanors under California's Proposition 47, \u003ca href=\"http://www.bloomberg.com/news/articles/2016-01-13/uber-to-help-california-ex-felons-get-driver-gigs\" target=\"_blank\">an opportunity to drive\u003c/a>.\u003c/p>\n\u003caside class=\"pullquote alignright\">'It's one thing to sign up online in a couple of days. It’s quite another to be fingerprinted and go down to the police station.'\u003c/aside>\n\u003cp>Sutton believes the reason Uber is opposed to fingerprint checks is that half of Uber's 400,000 drivers in the U.S. are part-timers, driving less than 10 hours a week, and many would rather not go through the process of getting fingerprinted.\u003c/p>\n\u003cp>\"The companies are convinced that these people who drive casually will not bother to sign up if it's too cumbersome to do so,\" Sutton said. \"It's one thing to sign up online in a couple of days. It's quite another to be fingerprinted and go down to the police station.\"\u003c/p>\n\u003cp>Current California regulations require ride services to conduct criminal background checks that go back seven years, but not fingerprint checks. Sutton believes regulators have been slow to require a stricter screening process because of Uber's political power and success in beating back tougher regulations.\u003c/p>\n\u003cp>One of the biggest regulatory battles is happening in Austin, Texas, where both Uber and Lyft threatened to leave after the city council voted to require fingerprint checks. Uber then supported a successful campaign to \u003ca href=\"http://www.mystatesman.com/news/news/local-govt-politics/council-sets-may-7-ballot-on-ride-hailing/nqRgm/\" target=\"_blank\">put the issue before voters\u003c/a> this May, while signatures to recall a city councilwoman who pushed for fingerprint checks have been \u003ca href=\"http://kxan.com/2016/02/23/petition-to-recall-ann-kitchen-to-be-validated-by-clerks-office/\" target=\"_blank\">submitted to the city clerk\u003c/a>. Both Uber and Lyft have said they \u003ca href=\"http://kxan.com/2016/02/01/petition-organized-to-recall-austin-council-member-ann-kitchen/\" target=\"_blank\">do not support the recall effort\u003c/a>.\u003c/p>\n\u003cp>In California, two efforts in the state Legislature by Assemblyman Adrin Nazarian (D-Sherman Oaks) that would have required fingerprint checks died in committee. However, Assemblyman Jim Cooper hopes a bill he introduced in September requiring stricter background checks will pass this time around.\u003c/p>\n\u003cp>\"I scratch my head when I hear that Uber drivers in New York are fingerprinted,\" said Cooper, a former sheriff's captain. \"Whatever Uber's background check is, it should be consistent. And right now, in talking to other jurisdictions, it's inconsistent.\"\u003c/p>\n\u003cp>Cooper, whose daughter is an Uber driver, said he believes the CPUC hasn't required tougher background checks because it lacks resources and is \"spread very thin.\"\u003c/p>\n\u003cp>Though he agrees fingerprint checks are the gold standard, his bill doesn't explicitly require fingerprint checks because the Elk Grove Democrat said he wants to first have a dialogue with the companies. For now, his bill calls for \"comprehensive criminal background checks.\"\u003c/p>\n\u003cp>\"Their current reporting standard is subpar at best,\" said Cooper, whose bill is expected to get its first committee hearing in the Senate later this year.\u003c/p>\n\u003cp>Sutton said ride-service companies may likely change their policies on background checks when enough customers demand it.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"Essentially, what's happening is exactly what happened in the taxi industry,\" Sutton said. \"Enough bad things happened that enough people become aware that this is absolutely a must-do, and so the political will was established.\"\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Aging Workers Find Flexibility But Not Peace of Mind in 'Gig Economy'",
"title": "Aging Workers Find Flexibility But Not Peace of Mind in 'Gig Economy'",
"headTitle": "The California Report | KQED News",
"content": "\u003cp>As a business reporter, I've heard the term \"gig economy\" a lot.\u003c/p>\n\u003cp>I've reported a number of stories that relate to it, from the rise of Uber and Lyft to the push by some port truck drivers to be classified as employees rather than independent contractors by the companies they drive for.\u003c/p>\n\u003cp>[soundcloud url=\"https://api.soundcloud.com/tracks/247947912\" params=\"color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false\" width=\"100%\" height=\"166\" iframe=\"true\" /]\u003c/p>\n\u003cp>I've worked full time for the same company for the last 12 years, so my own professional exposure to the gig economy is limited. But clearly, more people are turning to \"gigs\" — freelancing, working as independent contractors — to make a living, or at least some extra money.\u003c/p>\n\u003cp>Who are these people, how many are there, and why have they chosen \"gigs\" over steady employment? My attempt to answer these questions has put me in touch with some smart and interesting people.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>[contextly_sidebar id=\"oQ8yHlWU3xS5D6VRvYzJtgyAMFh9vk0o\"]\u003c/p>\n\u003cp>My first image of gig-economy workers might be downright stereotypical: an army of millennials who love the freedom and flexibility of Uber driving or freelance coding from their couches. But the two gig workers I hung out with recently are both in their 60s.\u003c/p>\n\u003cp>\u003cstrong>David James: Handyman, Apartment Manager, Uber driver\u003c/strong>\u003c/p>\n\u003cp>\"I can’t see at this stage in my life where having just one job is going to meet all of my needs,\" 61-year-old David James told me. He was sitting in his backyard in Sunland, where he recently started renting a home with some roommates.\u003c/p>\n\u003cp>In his past professional life, James has worked full time as a bus driver and as a manager of convenience stores and a Big Boy restaurant. He is also a licensed funeral director with 20 years' experience in the funeral industry. But now, he manages an apartment building, does handyman work and drives about 30 hours a week for Uber.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>\u003cstrong>\u003ca href=\"http://www.scpr.org/news/2016/02/01/57124/gig-economy-offers-aging-workers-a-flexible-place/\" target=\"_blank\">Read the full story via KPCC\u003c/a>\u003c/strong>\u003c/em>\u003c/p>\n\n",
"disqusIdentifier": "10871157 http://ww2.kqed.org/news/?p=10871157",
"disqusUrl": "https://ww2.kqed.org/news/2016/02/21/aging-workers-find-flexibility-but-not-peace-of-mind-in-gig-economy/",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>As a business reporter, I've heard the term \"gig economy\" a lot.\u003c/p>\n\u003cp>I've reported a number of stories that relate to it, from the rise of Uber and Lyft to the push by some port truck drivers to be classified as employees rather than independent contractors by the companies they drive for.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cdiv class='utils-parseShortcode-shortcodes-__shortcodes__shortcodeWrapper'>\n \u003ciframe width='100%' height='166'\n scrolling='no' frameborder='no'\n src='https://w.soundcloud.com/player/?url=https://api.soundcloud.com/tracks/247947912&visual=true&color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false'\n title='https://api.soundcloud.com/tracks/247947912'>\n \u003c/iframe>\n \u003c/div>\u003c/p>\u003cp>\u003c/p>\n\u003cp>I've worked full time for the same company for the last 12 years, so my own professional exposure to the gig economy is limited. But clearly, more people are turning to \"gigs\" — freelancing, working as independent contractors — to make a living, or at least some extra money.\u003c/p>\n\u003cp>Who are these people, how many are there, and why have they chosen \"gigs\" over steady employment? My attempt to answer these questions has put me in touch with some smart and interesting people.\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>My first image of gig-economy workers might be downright stereotypical: an army of millennials who love the freedom and flexibility of Uber driving or freelance coding from their couches. But the two gig workers I hung out with recently are both in their 60s.\u003c/p>\n\u003cp>\u003cstrong>David James: Handyman, Apartment Manager, Uber driver\u003c/strong>\u003c/p>\n\u003cp>\"I can’t see at this stage in my life where having just one job is going to meet all of my needs,\" 61-year-old David James told me. He was sitting in his backyard in Sunland, where he recently started renting a home with some roommates.\u003c/p>\n\u003cp>In his past professional life, James has worked full time as a bus driver and as a manager of convenience stores and a Big Boy restaurant. He is also a licensed funeral director with 20 years' experience in the funeral industry. But now, he manages an apartment building, does handyman work and drives about 30 hours a week for Uber.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>\u003cstrong>\u003ca href=\"http://www.scpr.org/news/2016/02/01/57124/gig-economy-offers-aging-workers-a-flexible-place/\" target=\"_blank\">Read the full story via KPCC\u003c/a>\u003c/strong>\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Nearly two weeks after California regulators \u003ca href=\"http://ww2.kqed.org/news/2016/01/14/california-regulators-fine-uber-7-6-million\" target=\"_blank\" rel=\"noopener\">struck Uber with a $7.6 million fine\u003c/a>, the California Public Utilities Commission has proposed an updated set of guidelines for ride services that stop short of requiring more rigorous background and fingerprint checks for drivers.\u003c/p>\n\u003cp>But other proposed rules would tighten restrictions on vehicle inspections and require proof of commercial liability insurance. The regulations also propose giving the commission’s blessings to ride-service carpools, but transportation network companies, as they’re called, would have to show how they calculate split fares.\u003c/p>\n\u003cp>The regulations would require that ride-service vehicles be inspected annually, or every 50,000 miles, at a facility licensed by the California Department of Automotive Repair. Companies would need to maintain inspection records on each vehicle for up to three years.\u003c/p>\n\u003cp>Commissioner Liane Randolph wrote that since Uber claims its UberPool service reduces drunken driving deaths and injuries, companies would be required to submit reports that prove “their fare-splitting operations have had an impact on reducing traffic-related injuries,” along with evidence of how the service impacts the environment.\u003c/p>\n\u003cp>[contextly_sidebar id=”CNfh1oI9HgbRdjFU0d1GjVVH9s88mdAZ”]\u003c/p>\n\u003cp>Since the companies have mostly \u003ca href=\"http://ww2.kqed.org/news/2015/11/16/california-regulators-offer-a-tiny-glimpse-of-data-from-uber-and-lyft\" target=\"_blank\" rel=\"noopener\">refused to publicly release trip data\u003c/a>, little proof has been available in cities like San Francisco to show how ride services are contributing to congestion and affecting the environment.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>But that could change soon, as researchers at UC Berkeley and the Natural Resources Defense Council \u003ca href=\"http://ww2.kqed.org/news/2015/12/07/are-uber-and-lyft-really-disrupting-transportation\" target=\"_blank\" rel=\"noopener\">embark on the first widespread study\u003c/a> of ride services in big cities, including New York, San Francisco and Los Angeles.\u003c/p>\n\u003cp>Randolph wrote that services such as Shuddle, which transports unaccompanied children, should require fingerprint-based background checks using Trustline. But she did not propose fingerprint checks for all ride-service drivers, something taxi drivers are required to do.\u003c/p>\n\u003cp>Shuddle, in its response to regulators, questioned the accuracy and timeliness of federal and state databases used by Trustline. Randolph said regulators would decide whether to require mandatory fingerprint checks for services that transport minors in the next round of regulations, but said Shuddle is free to use another service.\u003c/p>\n\u003cp>Hansu Kim, the president of San Francisco’s Flywheel Taxi, said he’s concerned the new regulations don’t put a cap on the number of ride-service vehicles, and called a proposal to allow rented vehicles to enter the market “frightening” for the taxi industry.\u003c/p>\n\u003cp>“This opens the door for other people to get into the taxi-leasing business,” said Kim. “It is really staggering right now that we have less than 2,000 taxicabs and more than 20,000 Ubers working in San Francisco.”\u003c/p>\n\u003cp>Uber has not officially released numbers on how many drivers work in San Francisco, but has said it has 20,000 drivers in the Bay Area.\u003c/p>\n\u003cp>General Motors recently announced it was investing $500 million in Lyft and launching a new rental car service for Lyft drivers.\u003c/p>\n\u003cp>The rules would also require that ride-service vehicles have clear identifying displays on both the front and rear of the vehicles, so other road users know the vehicles might stop unexpectedly.\u003c/p>\n\u003cp>“Drivers, motorcyclists and bicyclists alike will be able to set more accurate expectations of driver behavior and act accordingly if they know they are behind an active TNC vehicle,” Randolph wrote.\u003c/p>\n\u003cp>Company officials at both Uber and Lyft said they are reviewing the new regulations, but did not immediately offer any detailed responses to the proposals.\u003c/p>\n\u003cp>“The CPUC’s proposed decision allows for continued innovation in transportation like Lyft Line, which expands carpooling by allowing consumers to share rides and cut costs,” said Chelsea Wilson, a Lyft spokeswoman. “We’ll continue working with the commission to encourage the development of smart and effective rules for ride-sharing.”\u003c/p>\n\u003cp>The California Public Utilities Commission is scheduled to take up the proposed regulations as early as February 25. You can read the full set of guidelines \u003ca href=\"http://docs.cpuc.ca.gov/PublishedDocs/Efile/G000/M157/K902/157902666.PDF\" target=\"_blank\" rel=\"noopener\">here\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>Correction: This story has been updated to reflect that the proposed regulations were issued by Commissioner Liane Randolph, not Judge Karen Clopton.\u003c/em> \u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Nearly two weeks after California regulators \u003ca href=\"http://ww2.kqed.org/news/2016/01/14/california-regulators-fine-uber-7-6-million\" target=\"_blank\" rel=\"noopener\">struck Uber with a $7.6 million fine\u003c/a>, the California Public Utilities Commission has proposed an updated set of guidelines for ride services that stop short of requiring more rigorous background and fingerprint checks for drivers.\u003c/p>\n\u003cp>But other proposed rules would tighten restrictions on vehicle inspections and require proof of commercial liability insurance. The regulations also propose giving the commission’s blessings to ride-service carpools, but transportation network companies, as they’re called, would have to show how they calculate split fares.\u003c/p>\n\u003cp>The regulations would require that ride-service vehicles be inspected annually, or every 50,000 miles, at a facility licensed by the California Department of Automotive Repair. Companies would need to maintain inspection records on each vehicle for up to three years.\u003c/p>\n\u003cp>Commissioner Liane Randolph wrote that since Uber claims its UberPool service reduces drunken driving deaths and injuries, companies would be required to submit reports that prove “their fare-splitting operations have had an impact on reducing traffic-related injuries,” along with evidence of how the service impacts the environment.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>Since the companies have mostly \u003ca href=\"http://ww2.kqed.org/news/2015/11/16/california-regulators-offer-a-tiny-glimpse-of-data-from-uber-and-lyft\" target=\"_blank\" rel=\"noopener\">refused to publicly release trip data\u003c/a>, little proof has been available in cities like San Francisco to show how ride services are contributing to congestion and affecting the environment.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>But that could change soon, as researchers at UC Berkeley and the Natural Resources Defense Council \u003ca href=\"http://ww2.kqed.org/news/2015/12/07/are-uber-and-lyft-really-disrupting-transportation\" target=\"_blank\" rel=\"noopener\">embark on the first widespread study\u003c/a> of ride services in big cities, including New York, San Francisco and Los Angeles.\u003c/p>\n\u003cp>Randolph wrote that services such as Shuddle, which transports unaccompanied children, should require fingerprint-based background checks using Trustline. But she did not propose fingerprint checks for all ride-service drivers, something taxi drivers are required to do.\u003c/p>\n\u003cp>Shuddle, in its response to regulators, questioned the accuracy and timeliness of federal and state databases used by Trustline. Randolph said regulators would decide whether to require mandatory fingerprint checks for services that transport minors in the next round of regulations, but said Shuddle is free to use another service.\u003c/p>\n\u003cp>Hansu Kim, the president of San Francisco’s Flywheel Taxi, said he’s concerned the new regulations don’t put a cap on the number of ride-service vehicles, and called a proposal to allow rented vehicles to enter the market “frightening” for the taxi industry.\u003c/p>\n\u003cp>“This opens the door for other people to get into the taxi-leasing business,” said Kim. “It is really staggering right now that we have less than 2,000 taxicabs and more than 20,000 Ubers working in San Francisco.”\u003c/p>\n\u003cp>Uber has not officially released numbers on how many drivers work in San Francisco, but has said it has 20,000 drivers in the Bay Area.\u003c/p>\n\u003cp>General Motors recently announced it was investing $500 million in Lyft and launching a new rental car service for Lyft drivers.\u003c/p>\n\u003cp>The rules would also require that ride-service vehicles have clear identifying displays on both the front and rear of the vehicles, so other road users know the vehicles might stop unexpectedly.\u003c/p>\n\u003cp>“Drivers, motorcyclists and bicyclists alike will be able to set more accurate expectations of driver behavior and act accordingly if they know they are behind an active TNC vehicle,” Randolph wrote.\u003c/p>\n\u003cp>Company officials at both Uber and Lyft said they are reviewing the new regulations, but did not immediately offer any detailed responses to the proposals.\u003c/p>\n\u003cp>“The CPUC’s proposed decision allows for continued innovation in transportation like Lyft Line, which expands carpooling by allowing consumers to share rides and cut costs,” said Chelsea Wilson, a Lyft spokeswoman. “We’ll continue working with the commission to encourage the development of smart and effective rules for ride-sharing.”\u003c/p>\n\u003cp>The California Public Utilities Commission is scheduled to take up the proposed regulations as early as February 25. You can read the full set of guidelines \u003ca href=\"http://docs.cpuc.ca.gov/PublishedDocs/Efile/G000/M157/K902/157902666.PDF\" target=\"_blank\" rel=\"noopener\">here\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>Correction: This story has been updated to reflect that the proposed regulations were issued by Commissioner Liane Randolph, not Judge Karen Clopton.\u003c/em> \u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Hundreds of thousands of people drive for Uber in the U.S. The ride-hailing company has had high-profile fights in courts and city halls over the status of these drivers: Are they employees or contractors? Can they unionize?\u003c/p>\n\u003cp>A fight that’s gotten far less attention — one that may affect drivers far more — is the competition between Uber and its main rival, Lyft.\u003c/p>\n\u003cp>Competition for drivers is so great that, about a year ago, Uber sent covert operatives into Lyft cars — to recruit.\u003c/p>\n\u003cp>Isabella Dure-Biondi was one of these covert operatives.\u003c/p>\n\u003cp>“I don’t really care Lyft versus Uber,” she says. “But I had the chance to make money and I was getting free Lyft rides.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cstrong>A Dramatic Tactic\u003c/strong>\u003c/p>\n\u003cp>In November 2014, a woman who worked for Uber told Dure-Biondi she could make cash quick. They met at the Arbor Cafe in Oakland.\u003c/p>\n\u003cp>“She had a laptop, and then she had me sign some” papers, Dure-Biondi says.\u003c/p>\n\u003cp>[contextly_sidebar id=”lwSLyXplsbAPuxxKXjlqucbjqxcDpNIi”]\u003c/p>\n\u003cp>By the end of 2014, Uber had hired hundreds of people across the country for this very grass-roots job. For its part, Lyft says it offers bonuses to current drivers who sign up new ones.\u003c/p>\n\u003cp>Dure-Biondi got Uber training on the spot.\u003c/p>\n\u003cp>“We took a couple of rides together, and she kind of showed me how to” get Lyft drivers to switch to Uber, Dure-Biondi adds.\u003c/p>\n\u003cp>The recruiter, who independently verified these details with NPR, gave Dure-Biondi an iPhone. For two months, Dure-Biondi would order Lyft cars, hop in and start chatting up the driver: How are you doing? How’s your day?\u003c/p>\n\u003cp>“Oh, where are you from? Asking nice-people questions. Just being nice,” Dure-Biondi says.\u003c/p>\n\u003cp>And then, she’d casually slip in: “Why’d you decide to drive for Lyft? Oh, yeah, that’s really interesting. Well, would you ever consider driving for Uber? Why did you decide Lyft over Uber?”\u003c/p>\n\u003cp>At this point in the conversation, Dure-Biondi would reveal that she’s an Uber ambassador, and if the driver signs up right now, they’ll each make hundreds of dollars.\u003c/p>\n\u003cp>Interestingly, only one guy agreed. Dure-Biondi says the big bonus wasn’t enough: “A lot of people chose Lyft because of the morals of it versus Uber. It was more of a friendly company.”\u003c/p>\n\u003cp>\u003cstrong>Drivers Compare the Services\u003c/strong>\u003c/p>\n\u003cp>Scott Christopherson drives for both Lyft and Uber. “Yeah, I think that there is a difference in the relationship between passengers and drivers in the two platforms,” he says.\u003c/p>\n\u003cp>NPR spoke with two dozen people who decided to work for both companies. And consistently, these drivers say: In Lyft there are fewer expectations. It’s more touchy-feely.\u003c/p>\n\u003cp>Passengers are supposed to hop in the front seat and be friendly because, as the motto goes, the driver is “your friend with a car.”\u003c/p>\n\u003cp>“I have very few problems with Lyft passengers,” Christopherson says. “They’re generally very nice. Or if they’re not nice, they’re quiet.”\u003c/p>\n\u003cp>Uber started as a luxury brand. Its motto is “everyone’s private driver.” So, Christopherson says, for people like him — people who drive super-part time, who have other jobs — it’s not a great feeling when passengers expect a chauffeur.\u003c/p>\n\u003cp>“They don’t really kind of care about what you think of them. And so it’s a little more fraught,” he says.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" src=\"http://www.npr.org/player/embed/463473462/463503908\" width=\"100%\" height=\"290\" scrolling=\"yes\" class=\"iframe-class\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\u003cp>Driver Jennifer Rose agrees there’s a difference, but doesn’t think it’s a bad thing. On days when she’s high on life, has great news about her kids, she can really enjoy a chatty Lyft passenger. Other times, she likes the quiet. “I can appreciate the person who wants to talk the whole trip or the person who just wants to sit there and take a ride,” she says.\u003c/p>\n\u003cp>Financially, there are differences too. NPR examined drivers’ payment statements. Lyft takes 20 percent of fares. Uber takes 20 to 25 percent on the standard service, and 28 percent on the SUV service.\u003c/p>\n\u003cp>Most drivers say these percentages are fairly comparable. It’s another line item that stands out: “The one thing that Lyft does and Uber doesn’t is tipping! Did you notice that looking at the [statements]?” Christopherson says.\u003c/p>\n\u003cp>Lyft says its drivers earned about $58 million last year — on top of fares — through tips.\u003c/p>\n\u003cp>\u003cstrong>Lyft: Mission Is Different \u003c/strong>\u003c/p>\n\u003cp>Lyft Chief Marketing Officer Kira Wampler says the company is more focused on driver well-being than Uber is because Lyft has a different mission.\u003c/p>\n\u003cp>While both companies want to improve transportation, Lyft explicitly has an environmental goal: having fewer cars on the road and filling empty seats.\u003c/p>\n\u003cp>“You can’t fill every seat in every car unless the people in each car treat each other well,” Wampler says.\u003c/p>\n\u003cp>Uber declined an interview to discuss driver benefits. But in an email, Faryl Ury, a company spokeswoman, says it’s misleading to just say that Uber takes a bigger cut from drivers. Driver earnings depend a lot on how many rides they get, and in most markets Uber has more passengers calling. On tipping, Ury says, research shows tips are not really based on quality of service, so drivers could be rewarded or dinged unfairly.\u003c/p>\n\u003cp>Ryder Pearce, co-founder of \u003ca href=\"https://www.sherpashare.com/\">Sherpashare\u003c/a>, a site that tracks wages and expenses for on-demand drivers, says competition is an “enormous benefit” for workers. When Uber or Lyft announces a new perk, the other follows, thereby pushing up the floor.\u003c/p>\n\u003cp>For example, both companies recently announced short-term car rentals for drivers who don’t have their own wheels or insurance.\u003c/p>\n\u003cp>“Uber and Lyft both recognize that if they don’t keep rates competitive, and add more driver perks — and both have very large teams working on this — they will lose out on drivers,” Pearce says.\u003c/p>\n\u003cp>Sherpashare data indicate many drivers work for more than one service. Pearce says they don’t have a strong incentive to be loyal because the differences between companies are not that stark. Drivers’ bottom-line concern: “They just want to log in and have passengers to pick up,” he says.\u003c/p>\n\u003cp>If one company won and got all the business, he says, drivers would lose out.\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2016 NPR. To see more, visit http://www.npr.org/.\u003cimg decoding=\"async\" src=\"http://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=In+The+Battle+Between+Lyft+And+Uber%2C+The+Focus+Is+On+Drivers&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\" alt=\"\">\u003c/div>\n\u003cp>\u003cstrong>Transcript :\u003c/strong>\u003c/p>\n\u003cp>ARI SHAPIRO, HOST:\u003c/p>\n\u003cp>And let’s turn now to one of the fiercest business rivalries made possible by the smartphone app revolution. It’s time for All Tech considered.\u003c/p>\n\u003cp>(SOUNDBITE OF MUSIC)\u003c/p>\n\u003cp>SHAPIRO: Hundreds of thousands of people now drive for either Uber or Lyft, providing rides at the touch of an app. There have been legal debates over their status. Are the drivers contractors or employees? Can they unionize? Now add this to the driver’s dilemma: When they sign on to drive for one company, drivers become a recruitment target for the other. Here’s NPR’s Aarti Shahani in San Francisco.\u003c/p>\n\u003cp>AARTI SHAHANI, BYLINE: In the Bay Area, both companies are big, and competition for drivers is so great that about a year back, Uber sent covert operatives into Lyft cars to recruit. Isabella Dure-Biondi was one of these covert operatives.\u003c/p>\n\u003cp>ISABELLA DURE-BIONDI: And, like, I don’t really care Lyft versus Uber, like. But I had the chance to make money, and I was getting free Lyft rides.\u003c/p>\n\u003cp>SHAHANI: In November of 2014, a woman who worked for Uber told Dure-Biondi she could make cash quick. They met right here at the Arbor Cafe in Oakland.\u003c/p>\n\u003cp>DURE-BIONDI: She had a laptop, and she had me sign some, like, online papers. And I think she had some, like, paper papers.\u003c/p>\n\u003cp>SHAHANI: By the end of 2014, Uber had hired hundreds of people across the country for this very gras-roots job. For its part, Lyft says it offers bonuses to current drivers who sign on new ones. Dure-Biondi got Uber training quickly.\u003c/p>\n\u003cp>DURE-BIONDI: We took a couple of rides together, and she kind of showed me how to do it.\u003c/p>\n\u003cp>SHAHANI: The recruiter who independently verified these details with NPR gave Dure-Biondi an iPhone. For two months, she would order Lyft cars, hop in and start chatting up the driver. How are you doing? How’s your day?\u003c/p>\n\u003cp>DURE-BIONDI: Oh, where are you from — asking kind of, like, nice-people questions, just being nice.\u003c/p>\n\u003cp>SHAHANI: And then casually slip in …\u003c/p>\n\u003cp>DURE-BIONDI: Why did you decide to drive for Lyft? Oh, yeah, that’s really interesting.\u003c/p>\n\u003cp>SHAHANI: Nod, nod, nod, and then …\u003c/p>\n\u003cp>DURE-BIONDI: You’d be, like, well, would you ever consider driving for Uber? Like, why did you decide Lyft over Uber?\u003c/p>\n\u003cp>SHAHANI: At this point in the conversation, Dure-Biondi would reveal she’s an Uber ambassador, and if the driver signs up right now, they each make hundreds of dollars. Interestingly, only one guy agreed. Dure-Biondi says the big bonus wasn’t enough.\u003c/p>\n\u003cp>DURE-BIONDI: A lot of people chose Lyft because of the, like, morals of it versus Uber. You know, it was more of a, like, friendly company.\u003c/p>\n\u003cp>SCOTT CHRISTOPHERSON: That’s the thing. Yeah, I think that there is a difference in the relationship between passengers and drivers in the two platforms.\u003c/p>\n\u003cp>SHAHANI: Scott Christopherson drives for Lyft and Uber. NPR spoke with two dozen people who decided to work for both. And consistently, these drivers say in Lyft cars, there are fewer expectations. Passengers are supposed to hop in the front seat and be friendly because, as the motto goes, the driver is your friend with a car.\u003c/p>\n\u003cp>CHRISTOPHERSON: I’ve had very few problems with the Lyft passengers. They’re generally very nice, or if they’re not nice, they’re quiet.\u003c/p>\n\u003cp>SHAHANI: Uber started as a luxury brand. Its motto is, everyone’s private driver. So, Christopherson says, for people like him, people who drive super part-time who have other jobs, it’s not a great feeling when passengers expect a chauffeur.\u003c/p>\n\u003cp>CHRISTOPHERSON: They don’t really kind of care about what you think of them, and so it’s a little more fraught.\u003c/p>\n\u003cp>SHAHANI: Financially, there are differences, too. NPR examined drivers’ payment statements. Lyft takes 20 percent of fairs. Uber takes 20 to 25 percent on the standard service and 28 percent on the SUV service. Most drivers say these percentages are fairly comparable. It’s another line item that stands out.\u003c/p>\n\u003cp>CHRISTOPHERSON: The one thing that Lyft does and Uber doesn’t is tipping. Did you notice that looking at the things?\u003c/p>\n\u003cp>SHAHANI: Chief marketing officer Kira Wampler says Lyft is more focused on driver well-being than Uber is because it’s got a different mission. While both companies want to improve transportation, Lyft explicitly has an environmental goal to get fewer cars on the road and fill empty seats.\u003c/p>\n\u003cp>KIRA WAMPLER: You can’t fill every seat in every car unless the people in the car treat each other well.\u003c/p>\n\u003cp>SHAHANI: Uber declined an interview to discuss driver benefits, but in an email, a company spokeswoman says it’s misleading to just say Uber takes a bigger cut from drivers. Driver earnings depend a lot on how many rides they get, and Uber has more passengers calling. On tipping, she says research shows tips are not really based on quality of service, so drivers could be rewarded or dinged unfairly. Ryder Pearce, co-founder of SherpaShare, a site that tracks wages and expenses for on-demand drivers, says competition benefits workers. When Uber or Lyft announces a new perk, the other follows.\u003c/p>\n\u003cp>RYDER PEARCE: Uber and Lyft will both recognize that if they don’t keep rates competitive and add more driver perks — and both have very large teams working on this — they will lose out on drivers.\u003c/p>\n\u003cp>SHAHANI: Many drivers work for more than one service. Pearce says they don’t have a strong incentive to be loyal because their bottom line is …\u003c/p>\n\u003cp>PEARCE: They just want to log in and have passengers to pick up.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>SHAHANI: If one company won, got all the business, he says, drivers would lose out. Aarti Shahani, NPR News, San Francisco. Transcript provided by NPR, Copyright NPR.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Hundreds of thousands of people drive for Uber in the U.S. The ride-hailing company has had high-profile fights in courts and city halls over the status of these drivers: Are they employees or contractors? Can they unionize?\u003c/p>\n\u003cp>A fight that’s gotten far less attention — one that may affect drivers far more — is the competition between Uber and its main rival, Lyft.\u003c/p>\n\u003cp>Competition for drivers is so great that, about a year ago, Uber sent covert operatives into Lyft cars — to recruit.\u003c/p>\n\u003cp>Isabella Dure-Biondi was one of these covert operatives.\u003c/p>\n\u003cp>“I don’t really care Lyft versus Uber,” she says. “But I had the chance to make money and I was getting free Lyft rides.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>A Dramatic Tactic\u003c/strong>\u003c/p>\n\u003cp>In November 2014, a woman who worked for Uber told Dure-Biondi she could make cash quick. They met at the Arbor Cafe in Oakland.\u003c/p>\n\u003cp>“She had a laptop, and then she had me sign some” papers, Dure-Biondi says.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>By the end of 2014, Uber had hired hundreds of people across the country for this very grass-roots job. For its part, Lyft says it offers bonuses to current drivers who sign up new ones.\u003c/p>\n\u003cp>Dure-Biondi got Uber training on the spot.\u003c/p>\n\u003cp>“We took a couple of rides together, and she kind of showed me how to” get Lyft drivers to switch to Uber, Dure-Biondi adds.\u003c/p>\n\u003cp>The recruiter, who independently verified these details with NPR, gave Dure-Biondi an iPhone. For two months, Dure-Biondi would order Lyft cars, hop in and start chatting up the driver: How are you doing? How’s your day?\u003c/p>\n\u003cp>“Oh, where are you from? Asking nice-people questions. Just being nice,” Dure-Biondi says.\u003c/p>\n\u003cp>And then, she’d casually slip in: “Why’d you decide to drive for Lyft? Oh, yeah, that’s really interesting. Well, would you ever consider driving for Uber? Why did you decide Lyft over Uber?”\u003c/p>\n\u003cp>At this point in the conversation, Dure-Biondi would reveal that she’s an Uber ambassador, and if the driver signs up right now, they’ll each make hundreds of dollars.\u003c/p>\n\u003cp>Interestingly, only one guy agreed. Dure-Biondi says the big bonus wasn’t enough: “A lot of people chose Lyft because of the morals of it versus Uber. It was more of a friendly company.”\u003c/p>\n\u003cp>\u003cstrong>Drivers Compare the Services\u003c/strong>\u003c/p>\n\u003cp>Scott Christopherson drives for both Lyft and Uber. “Yeah, I think that there is a difference in the relationship between passengers and drivers in the two platforms,” he says.\u003c/p>\n\u003cp>NPR spoke with two dozen people who decided to work for both companies. And consistently, these drivers say: In Lyft there are fewer expectations. It’s more touchy-feely.\u003c/p>\n\u003cp>Passengers are supposed to hop in the front seat and be friendly because, as the motto goes, the driver is “your friend with a car.”\u003c/p>\n\u003cp>“I have very few problems with Lyft passengers,” Christopherson says. “They’re generally very nice. Or if they’re not nice, they’re quiet.”\u003c/p>\n\u003cp>Uber started as a luxury brand. Its motto is “everyone’s private driver.” So, Christopherson says, for people like him — people who drive super-part time, who have other jobs — it’s not a great feeling when passengers expect a chauffeur.\u003c/p>\n\u003cp>“They don’t really kind of care about what you think of them. And so it’s a little more fraught,” he says.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" src=\"http://www.npr.org/player/embed/463473462/463503908\" width=\"100%\" height=\"290\" scrolling=\"yes\" class=\"iframe-class\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\u003cp>Driver Jennifer Rose agrees there’s a difference, but doesn’t think it’s a bad thing. On days when she’s high on life, has great news about her kids, she can really enjoy a chatty Lyft passenger. Other times, she likes the quiet. “I can appreciate the person who wants to talk the whole trip or the person who just wants to sit there and take a ride,” she says.\u003c/p>\n\u003cp>Financially, there are differences too. NPR examined drivers’ payment statements. Lyft takes 20 percent of fares. Uber takes 20 to 25 percent on the standard service, and 28 percent on the SUV service.\u003c/p>\n\u003cp>Most drivers say these percentages are fairly comparable. It’s another line item that stands out: “The one thing that Lyft does and Uber doesn’t is tipping! Did you notice that looking at the [statements]?” Christopherson says.\u003c/p>\n\u003cp>Lyft says its drivers earned about $58 million last year — on top of fares — through tips.\u003c/p>\n\u003cp>\u003cstrong>Lyft: Mission Is Different \u003c/strong>\u003c/p>\n\u003cp>Lyft Chief Marketing Officer Kira Wampler says the company is more focused on driver well-being than Uber is because Lyft has a different mission.\u003c/p>\n\u003cp>While both companies want to improve transportation, Lyft explicitly has an environmental goal: having fewer cars on the road and filling empty seats.\u003c/p>\n\u003cp>“You can’t fill every seat in every car unless the people in each car treat each other well,” Wampler says.\u003c/p>\n\u003cp>Uber declined an interview to discuss driver benefits. But in an email, Faryl Ury, a company spokeswoman, says it’s misleading to just say that Uber takes a bigger cut from drivers. Driver earnings depend a lot on how many rides they get, and in most markets Uber has more passengers calling. On tipping, Ury says, research shows tips are not really based on quality of service, so drivers could be rewarded or dinged unfairly.\u003c/p>\n\u003cp>Ryder Pearce, co-founder of \u003ca href=\"https://www.sherpashare.com/\">Sherpashare\u003c/a>, a site that tracks wages and expenses for on-demand drivers, says competition is an “enormous benefit” for workers. When Uber or Lyft announces a new perk, the other follows, thereby pushing up the floor.\u003c/p>\n\u003cp>For example, both companies recently announced short-term car rentals for drivers who don’t have their own wheels or insurance.\u003c/p>\n\u003cp>“Uber and Lyft both recognize that if they don’t keep rates competitive, and add more driver perks — and both have very large teams working on this — they will lose out on drivers,” Pearce says.\u003c/p>\n\u003cp>Sherpashare data indicate many drivers work for more than one service. Pearce says they don’t have a strong incentive to be loyal because the differences between companies are not that stark. Drivers’ bottom-line concern: “They just want to log in and have passengers to pick up,” he says.\u003c/p>\n\u003cp>If one company won and got all the business, he says, drivers would lose out.\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2016 NPR. To see more, visit http://www.npr.org/.\u003cimg decoding=\"async\" src=\"http://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=In+The+Battle+Between+Lyft+And+Uber%2C+The+Focus+Is+On+Drivers&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\" alt=\"\">\u003c/div>\n\u003cp>\u003cstrong>Transcript :\u003c/strong>\u003c/p>\n\u003cp>ARI SHAPIRO, HOST:\u003c/p>\n\u003cp>And let’s turn now to one of the fiercest business rivalries made possible by the smartphone app revolution. It’s time for All Tech considered.\u003c/p>\n\u003cp>(SOUNDBITE OF MUSIC)\u003c/p>\n\u003cp>SHAPIRO: Hundreds of thousands of people now drive for either Uber or Lyft, providing rides at the touch of an app. There have been legal debates over their status. Are the drivers contractors or employees? Can they unionize? Now add this to the driver’s dilemma: When they sign on to drive for one company, drivers become a recruitment target for the other. Here’s NPR’s Aarti Shahani in San Francisco.\u003c/p>\n\u003cp>AARTI SHAHANI, BYLINE: In the Bay Area, both companies are big, and competition for drivers is so great that about a year back, Uber sent covert operatives into Lyft cars to recruit. Isabella Dure-Biondi was one of these covert operatives.\u003c/p>\n\u003cp>ISABELLA DURE-BIONDI: And, like, I don’t really care Lyft versus Uber, like. But I had the chance to make money, and I was getting free Lyft rides.\u003c/p>\n\u003cp>SHAHANI: In November of 2014, a woman who worked for Uber told Dure-Biondi she could make cash quick. They met right here at the Arbor Cafe in Oakland.\u003c/p>\n\u003cp>DURE-BIONDI: She had a laptop, and she had me sign some, like, online papers. And I think she had some, like, paper papers.\u003c/p>\n\u003cp>SHAHANI: By the end of 2014, Uber had hired hundreds of people across the country for this very gras-roots job. For its part, Lyft says it offers bonuses to current drivers who sign on new ones. Dure-Biondi got Uber training quickly.\u003c/p>\n\u003cp>DURE-BIONDI: We took a couple of rides together, and she kind of showed me how to do it.\u003c/p>\n\u003cp>SHAHANI: The recruiter who independently verified these details with NPR gave Dure-Biondi an iPhone. For two months, she would order Lyft cars, hop in and start chatting up the driver. How are you doing? How’s your day?\u003c/p>\n\u003cp>DURE-BIONDI: Oh, where are you from — asking kind of, like, nice-people questions, just being nice.\u003c/p>\n\u003cp>SHAHANI: And then casually slip in …\u003c/p>\n\u003cp>DURE-BIONDI: Why did you decide to drive for Lyft? Oh, yeah, that’s really interesting.\u003c/p>\n\u003cp>SHAHANI: Nod, nod, nod, and then …\u003c/p>\n\u003cp>DURE-BIONDI: You’d be, like, well, would you ever consider driving for Uber? Like, why did you decide Lyft over Uber?\u003c/p>\n\u003cp>SHAHANI: At this point in the conversation, Dure-Biondi would reveal she’s an Uber ambassador, and if the driver signs up right now, they each make hundreds of dollars. Interestingly, only one guy agreed. Dure-Biondi says the big bonus wasn’t enough.\u003c/p>\n\u003cp>DURE-BIONDI: A lot of people chose Lyft because of the, like, morals of it versus Uber. You know, it was more of a, like, friendly company.\u003c/p>\n\u003cp>SCOTT CHRISTOPHERSON: That’s the thing. Yeah, I think that there is a difference in the relationship between passengers and drivers in the two platforms.\u003c/p>\n\u003cp>SHAHANI: Scott Christopherson drives for Lyft and Uber. NPR spoke with two dozen people who decided to work for both. And consistently, these drivers say in Lyft cars, there are fewer expectations. Passengers are supposed to hop in the front seat and be friendly because, as the motto goes, the driver is your friend with a car.\u003c/p>\n\u003cp>CHRISTOPHERSON: I’ve had very few problems with the Lyft passengers. They’re generally very nice, or if they’re not nice, they’re quiet.\u003c/p>\n\u003cp>SHAHANI: Uber started as a luxury brand. Its motto is, everyone’s private driver. So, Christopherson says, for people like him, people who drive super part-time who have other jobs, it’s not a great feeling when passengers expect a chauffeur.\u003c/p>\n\u003cp>CHRISTOPHERSON: They don’t really kind of care about what you think of them, and so it’s a little more fraught.\u003c/p>\n\u003cp>SHAHANI: Financially, there are differences, too. NPR examined drivers’ payment statements. Lyft takes 20 percent of fairs. Uber takes 20 to 25 percent on the standard service and 28 percent on the SUV service. Most drivers say these percentages are fairly comparable. It’s another line item that stands out.\u003c/p>\n\u003cp>CHRISTOPHERSON: The one thing that Lyft does and Uber doesn’t is tipping. Did you notice that looking at the things?\u003c/p>\n\u003cp>SHAHANI: Chief marketing officer Kira Wampler says Lyft is more focused on driver well-being than Uber is because it’s got a different mission. While both companies want to improve transportation, Lyft explicitly has an environmental goal to get fewer cars on the road and fill empty seats.\u003c/p>\n\u003cp>KIRA WAMPLER: You can’t fill every seat in every car unless the people in the car treat each other well.\u003c/p>\n\u003cp>SHAHANI: Uber declined an interview to discuss driver benefits, but in an email, a company spokeswoman says it’s misleading to just say Uber takes a bigger cut from drivers. Driver earnings depend a lot on how many rides they get, and Uber has more passengers calling. On tipping, she says research shows tips are not really based on quality of service, so drivers could be rewarded or dinged unfairly. Ryder Pearce, co-founder of SherpaShare, a site that tracks wages and expenses for on-demand drivers, says competition benefits workers. When Uber or Lyft announces a new perk, the other follows.\u003c/p>\n\u003cp>RYDER PEARCE: Uber and Lyft will both recognize that if they don’t keep rates competitive and add more driver perks — and both have very large teams working on this — they will lose out on drivers.\u003c/p>\n\u003cp>SHAHANI: Many drivers work for more than one service. Pearce says they don’t have a strong incentive to be loyal because their bottom line is …\u003c/p>\n\u003cp>PEARCE: They just want to log in and have passengers to pick up.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>SHAHANI: If one company won, got all the business, he says, drivers would lose out. Aarti Shahani, NPR News, San Francisco. Transcript provided by NPR, Copyright NPR.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>As you will quickly discover if you ask your cab driver what he or she thinks about Uber and Lyft, those who work in the taxi industry consider the ride-service companies to be four-letter words of another order.\u003c/p>\n\u003cp>Still, over the past few years, San Francisco taxi companies have had trouble filling their shifts. That's because drivers have jumped ship to work for the upstarts, and new drivers entering the profession have opted for the ride services as well.\u003c/p>\n\u003cp>The San Francisco Examiner reported on Wednesday that Yellow Cab, the largest taxi company in the city, \u003ca href=\"http://www.sfexaminer.com/yellow-cab-to-file-for-bankruptcy/\" target=\"_blank\">will soon file for bankruptcy\u003c/a> in order to restructure its business.\u003c/p>\n\u003cp>\"On background, multiple sources told the Examiner that cab companies are having a tough time hiring competent drivers and may be hiring drivers with spotty driving records,\" the paper said.\u003c/p>\n\u003cp>Yet, there are other drivers who have taken the opposite route, going from Uber and Lyft to driving a cab.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Mickey Kelley operates the San Francisco Taxi School, which offers prospective cab drivers the courses they must take to get licensed. Classes range from five to 15 students each week. He estimates that from one-third to one-half of his students over the last six months have been former Uber and Lyft drivers.\u003c/p>\n\u003cp>“It started longer than six months ago, but about six months ago it really picked up,” he said.\u003c/p>\n\u003cp>Some of those were former cab drivers who had let their licenses expire when they moved on to the ride-service companies but now wanted to return to taxi work, Kelley says.\u003c/p>\n\u003cp>\"We’ve had cab drivers that quit driving a cab [to work for a ride-service firm], and a lot of those guys have come back and had to drive a cab again,“ he said.\u003c/p>\n\u003cp>Hansu Kim, owner of Flywheel Cab, said he's seen the same thing.\u003c/p>\n\u003cp>“We’re seeing a stream of UberX and Lyft drivers looking to drive a taxi now,\" Kim said. \"It used to be a trickle, now it’s more of a stream. Not the floodgates, yet.”\u003c/p>\n\u003cp>Flywheel referred me to Abdallah Hammad, 49, who has been driving for the company for about three years. To supplement his income, he drove on the side for both Uber and Lyft for about a year, but stopped around seven or eight months ago. The main reason: the extra cost and \"wear and tear\" of using his own car to do business.\u003c/p>\n\u003cp>(Note: Ride-service drivers can get partial relief from this expense by using the standard mileage-rate deduction on their tax returns.)\u003c/p>\n\u003cp>Hammad said that twice during Uber calls, customers became angry at the inflated fares they had to pay during a \u003ca href=\"https://www.google.com/search?q=surge+pricing+ube\" target=\"_blank\">surge pricing period\u003c/a> and slammed his car door so hard he had to have his automatic windows repaired.\u003c/p>\n\u003cp>But hadn't those customers agreed to accept the surge price when they ordered the ride?\u003c/p>\n\u003cp>“[Passengers] are \u003ca href=\"http://thegrio.com/2016/01/03/ubers-new-years-eve-surge-pricing-outrages-passengers-worldwide/\" target=\"_blank\">still mad\u003c/a>, even though they know in advance,” he said.\u003c/p>\n\u003cp>Hammad said passengers who had to fork over during a surge also tended to give him a lower rating. Uber drivers must maintain a 4.6 passenger rating or be \u003ca href=\"http://observer.com/2015/02/uber-drivers-the-punishment-for-bad-ratings-is-costly-training-courses/\" target=\"_blank\">suspended from driving\u003c/a>.\u003c/p>\n\u003cp>Kelly Dessaint, 44, who chronicles his \u003ca href=\"http://www.sfexaminer.com/author/k_dessaint/\" target=\"_blank\">adventures as a cab driver\u003c/a> for the San Francisco Examiner, started his professional driving career working for Uber and Lyft in 2014. But he quit early last year, went to taxi school, and has been driving for National Veterans Cab in San Francisco since February. He says he likes the feeling of community among cab drivers and that he makes more money driving a taxi than he did for Uber and Lyft.\u003c/p>\n\u003cp>“You’re doing all these $5 rides, you’re not getting tipped,” he said about driving for the ride services. “With a cab you can talk it up and people will tip you really well.”\u003c/p>\n\u003cp>Uber doesn’t \u003ca href=\"http://www.scpr.org/news/2015/10/21/55137/uber-tips-policy-causing-confusion-possibly-lower/\">allow tipping\u003c/a>, and Dessaint says \"you can tip on Lyft but nobody does. It’s so rare.” (Lyft says passengers collectively \u003ca href=\"http://thehub.lyft.com/blog/2015-highlights-for-drivers?utm_medium=Email&utm_source=ExactTarget&utm_campaign=82821259\" target=\"_blank\">gave more than $40 million in tips\u003c/a> to its 100,000 drivers in 2015. That's an average of $400 for each driver.)\u003c/p>\n\u003cp>Kelley, of the San Francisco Taxi School, believes that ride-service drivers who do the math discover that after maintenance and depreciation on their vehicle, they can do better driving a cab, which hasn't always been the case.\u003c/p>\n\u003cp>\"If you go back two years ago, it used to be pretty profitable to drive for [the ride services],\" he said. \"It’s just not anymore.\"\u003c/p>\n\u003cp>A price war between Uber and Lyft has contributed to a \u003ca href=\"http://fortune.com/2014/05/28/in-price-wars-some-uber-and-lyft-drivers-feel-the-crunch/\" target=\"_blank\">decline in driver pay\u003c/a>. Michael Banko, for instance, who has been driving for Lyft in San Francisco since 2012, said the lower rates that Lyft now charges have cut his driving income in half. He did say, however, that he gets tips from passengers “all the time.”\u003c/p>\n\u003cp>\u003cstrong>How Much Do Ride Service Drivers Really Make? \u003c/strong>\u003c/p>\n\u003cp>Nobody has really figured out, empirically, whether taxi or TNC (transportation network company) drivers make more money. Early last year, Uber released data that showed their drivers having the advantage.\u003c/p>\n\u003cp>\"A lot of former taxi drivers have decided they wanted to work for themselves and become self-employed,” the company wrote in an April 2015 \u003ca href=\"https://newsroom.uber.com/taxi-driver-jobs-vs-driving-with-uber/\">Uber Newsroom post\u003c/a>. \"These ex-taxicab drivers are choosing Uber because they like making more money and having a much more flexible schedule.” The post included this graphic: \u003cimg class=\"aligncenter size-full wp-image-10815071\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/uberEarnings.jpg\" alt=\"uberEarnings\" width=\"788\" height=\"525\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/12/uberEarnings.jpg 788w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/uberEarnings-400x266.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/uberEarnings-768x512.jpg 768w\" sizes=\"(max-width: 788px) 100vw, 788px\">\u003c/p>\n\u003cp>That $19.04 per hour figure comes from a \u003ca href=\"http://www.bsgco.com/insights/uber-the-driver-roadmap\" target=\"_blank\">December 2014 survey\u003c/a> by Benenson Strategy Group of 601 Uber \"driver partners\" in 20 markets. An Uber \u003ca href=\"https://s3.amazonaws.com/uber-static/comms/PDF/Uber_Driver-Partners_Hall_Kreuger_2015.pdf\" target=\"_blank\">analysis\u003c/a>, put together in conjunction with economist Alan B. Krueger, also cited data in a \u003ca href=\"http://stats.bls.gov/oes/2013/may/oes533041.htm\" target=\"_blank\">May 2013 Occupational Employment Statistics Survey\u003c/a> by the U.S. Bureau of Labor Statistics to show that taxi and limo drivers in six key markets made a median wage of $12.90 per hour, compared with Uber drivers' $19.19. But the Uber earnings figures \u003ca href=\"https://www.washingtonpost.com/news/the-switch/wp/2015/01/22/the-missing-data-point-from-ubers-driver-analysis-how-far-they-drive/\" target=\"_blank\">do not subtract the cost of gas, insurance and other expenses, like repairs\u003c/a>. (Newsweek \u003ca href=\"http://www.newsweek.com/thousands-drivers-declined-take-uber-survey-which-claims-78-drivers-satisfied-301252\" target=\"_blank\">also noted \u003c/a>that Uber price cuts went into effect soon after the survey. )\u003c/p>\n\u003cp>A similar survey released by Uber last month notably didn't address \u003ca href=\"http://www.sfgate.com/business/article/Uber-survey-highlights-driver-happiness-ignores-6676872.php\" target=\"_blank\">how much\u003c/a> drivers make.\u003c/p>\n\u003cp>Another data point: In September and October 2015, Sherpashare, a company that helps ride-service drivers track their earnings, surveyed 963 Uber and Lyft drivers. You can see self-reported gross income in this \u003ca href=\"https://www.sherpashare.com/share/the-top-demographic-trends-of-the-on-demand-workforce-appendix/\" target=\"_blank\">chart\u003c/a>.\u003c/p>\n\u003cp>The data found a big discrepancy in earnings between drivers over and under 55. Those who worked 31 to 40 hours per week and were 55 or under made an average of $2,162 gross per month, while those over 55 made $1,662.\u003c/p>\n\u003cp>Another \u003ca href=\"https://www.sherpashare.com/share/what-uber-lyft-drivers-earn-per-trip/\" target=\"_blank\">SherpaShare study\u003c/a>, “based on millions of UberX and Lyft trips tracked by drivers on the SherpaShare platform,” reported the average gross earnings per trip in May 2015 for each company in major cities.\u003c/p>\n\u003cp>In San Francisco, the average trip earned UberX drivers -- and again, these are gross earnings --- $14.65. Lyft drivers grossed $13.42 a trip.\u003c/p>\n\u003cp>And yet another set of numbers: \u003ca href=\"http://ww2.kqed.org/news/2015/11/16/california-regulators-offer-a-tiny-glimpse-of-data-from-uber-and-lyft\" target=\"_blank\">Aggregated data for all ride-service trips\u003c/a> in California presented at a Nov. 5 meeting of the California Public Utilities Commission and obtained by KQED combine stats submitted by UberX, Lyft, Sidecar, Summon, Wings and Shuddle. It shows the distribution of rides by the amount that passengers paid over 2014-15. Almost half of all fares were under $10, with an additional 23 percent between $10 to $15. A driver's share would be less than that after Uber and Lyft took their cut.\u003c/p>\n\u003cp>The \u003ca href=\"http://www.bls.gov/oes/current/oes533041.htm\" target=\"_blank\">May 2014 Occupational Employment Statistics Survey\u003c/a> found 178,000 cab drivers and chauffeurs in the country made an average of almost $26,000, or $12.35 per hour. In California, the average was $28,190 and $13.56 per hour.\u003c/p>\n\u003cp>\u003cstrong>A Former Cab Driver Who Loves Uber\u003c/strong>\u003c/p>\n\u003cp>In response to taxi driver Abdallah Hammad's negative experience driving for Uber, company spokeswoman Eva Behrend referred me to current UberX driver Tammy Johnson, of East Oakland.\u003c/p>\n\u003cp>Johnson, 38, told me she loves working for Uber, after driving for cab companies in San Leandro and Walnut Creek, where she experienced \"harassment in different forms. Everyone trying to hit on you.\"\u003c/p>\n\u003cp>Financial concerns also compelled her to switch. In general, every time taxi drivers go out on a shift, there's a chance they'll actually \u003cem>lose\u003c/em> money, because most of them lease their vehicles from the cab companies. Combine that with the cost of gas, and drivers start every shift in the hole. Johnson says that at least five times she didn't make enough money in fares to cover her daily costs.\u003c/p>\n\u003cp>She also said there was \"too much favoritism. Family members and insiders got the best calls.\" She felt compelled to buy dispatchers lunch or a bottle of wine to gain favor.\u003c/p>\n\u003cp>To be sure, the taxi industry has long had a reputation as a place where drivers \u003ca href=\"http://ww2.kqed.org/news/2013/12/11/taxi-drivers-and-whos-taking-money-out-of-their-pockets\" target=\"_blank\">have to pay cab company employees\u003c/a>. The San Francisco Transportation Code prohibits these payments, which some in the industry call tips, and others refer to as bribes, but the rule is unenforced.\u003c/p>\n\u003cp>While the amounts may seem small, they can add up. For example, John Han, a longtime San Francisco cab driver, told me he switched back to working at Yellow Cab in part because dispatchers at another company, which he didn't want to name, were demanding a total of $10 per day instead of the $6 he had been paying at Yellow.\u003c/p>\n\u003cp>Drivers are generally split over the fairness of this tipping system -- some don't mind, some say it's onerous. Either way, even $10 a day over the course of a year can easily add up to a couple of thousand dollars in a job that doesn't pay much to begin with. In 2014, one cab driver I talked to told me he was quitting to go to work for a ride service specifically because of having to pay taxi dispatchers.\u003c/p>\n\u003cp>\u003cstrong>New Taxi Meters: Leveling the Playing Field?\u003c/strong>\u003c/p>\n\u003cp>Last month, California's Division of Measurement Standards \u003ca href=\"http://www.sfchronicle.com/business/article/Flywheel-aims-to-replace-taxi-meters-with-6713925.php\" target=\"_blank\">approved TaxiOS\u003c/a> from Redwood City's Flywheel, a new GPS-based taxicab metering system. That's the same Flywheel that enables passengers to request cabs, track their location and pay, all via smartphones, just like Uber and Lyft.\u003c/p>\n\u003cp>Flywheel says about 80 percent of San Francisco cabs now accept calls from its app. The requests go out to every taxi that uses the system regardless of which company they work for.\u003c/p>\n\u003cp>Susan Shaheen, co-director of the \u003ca href=\"http://tsrc.berkeley.edu/\" target=\"_blank\">Transportation Sustainability Research Center\u003c/a> at UC Berkeley, last month \u003ca href=\"https://soundcloud.com/kqed/california-allows-smartphone-metered-taxis\" target=\"_blank\">told KQED's Mina Kim\u003c/a> that TaxiOS, which works with Android phones, will add \"an additional layer of flexibility to the taxi industry,\" allowing fare-splitting among customers and dynamic prices based on demand.\u003c/p>\n\u003cp>[soundcloud url=\"https://api.soundcloud.com/tracks/238752982\" params=\"color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false\" width=\"100%\" height=\"166\" iframe=\"true\" /]\u003c/p>\n\u003cp>Hansu Kim -- who likes Flywheel's e-hailing system so much he \u003ca href=\"http://www.sfgate.com/business/article/DeSoto-S-F-s-oldest-taxi-firm-rebrands-6087480.php\" target=\"_blank\">renamed his company\u003c/a> after it -- thinks the new TaxiOS meters will further enable cabbies to compete with Uber and Lyft drivers. About 50 Flywheel cabs participated in a recent two-month pilot program of the new meters.\u003c/p>\n\u003cp>Kim believes the abundance of San Francisco cabs that have adopted Flywheel's convenient e-hailing system leaves Uber and Lyft with the sole advantage of lower prices. He says the new meters will offer his drivers the ability to compete on cost, too.\u003c/p>\n\u003cp>\"With our [new] system we can now go to lower rates, more competitive rates ... where they’re appropriate,\" he said.\u003c/p>\n\u003cp>Flywheel -- the smartphone platform, not the cab company -- will create an algorithm that lowers prices when demand is low, Kim said. Those calls will be offered to cab drivers, who can decide whether to take them or not.\u003c/p>\n\u003cp>Cabs will still not be able to charge more during periods of high demand, as Uber has \u003ca href=\"http://bgr.com/2016/01/04/new-years-eve-uber-surge-pricing-reactions/\" target=\"_blank\">notoriously done\u003c/a>, because the San Francisco Municipal Transportation Agency has to approve any higher fares. However, Kim says, customers can lure cabs when they appear to be scarce through a pre-tipping component on the Flywheel app.\u003c/p>\n\u003cp>\"A passenger through their app can say I’m going to tip you 10 bucks, or 20 percent, and that creates a tremendous incentive for someone to ... go pick up that fare.\"\u003c/p>\n\u003cp>Kim said TaxiOS will also allow him to offer drivers a \"split meter system,\" in which the problem that former cab driver Tammy Johnson described -- leasing a cab and then not making enough money to cover the cost of the rental -- wouldn't be a risk, because the cab company will take only a portion of what the driver makes, the same business model that Uber and Lyft use.\u003c/p>\n\u003cp>\"I need to be able to lease vehicles to drivers who want to drive just a few hours a week part time,\" Kim said. \"So the traditional payment system, where you pay a lease for a cab for a certain amount of time, that needs to change.\"\u003c/p>\n\u003cp>The two taxi drivers I spoke to about the new TaxiOS meters were less than enthusiastic, if not downright suspicious.\u003c/p>\n\u003cp>\"Ultimately, the new Flywheel meters are fixing a problem that doesn’t exist,\" said Kelly Dessaint. He said his customers already split fares and negotiate for lower fares on slow nights. And he considers the algorithmic ability to decrease prices to be a bug, not a feature.\u003c/p>\n\u003cp>\"It becomes a race to the bottom,\" he said. \"And that's how Uber and Lyft screw their drivers.\"\u003c/p>\n\u003cp>(Uber has \u003ca href=\"https://newsroom.uber.com/beating-the-winter-slump-price-cuts-for-riders-with-guaranteed-earnings-for-drivers/\" target=\"_blank\">claimed\u003c/a> drivers actually make more in \u003ca href=\"https://ww2.kqed.org/wp-content/uploads/2015/01/uber_PriceCuts_BlogInfographic-01.png\" target=\"_blank\">some cities\u003c/a> under the price cuts.)\u003c/p>\n\u003cp>John Han, who drives for Yellow Cab, echoed Dessaint's concern.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>“I think that’s just participating in a race to the bottom,\" Han said. \"I don't want to compete for these lesser fares. It would be another reason to hand in my keys as a taxi driver.\"\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>As you will quickly discover if you ask your cab driver what he or she thinks about Uber and Lyft, those who work in the taxi industry consider the ride-service companies to be four-letter words of another order.\u003c/p>\n\u003cp>Still, over the past few years, San Francisco taxi companies have had trouble filling their shifts. That's because drivers have jumped ship to work for the upstarts, and new drivers entering the profession have opted for the ride services as well.\u003c/p>\n\u003cp>The San Francisco Examiner reported on Wednesday that Yellow Cab, the largest taxi company in the city, \u003ca href=\"http://www.sfexaminer.com/yellow-cab-to-file-for-bankruptcy/\" target=\"_blank\">will soon file for bankruptcy\u003c/a> in order to restructure its business.\u003c/p>\n\u003cp>\"On background, multiple sources told the Examiner that cab companies are having a tough time hiring competent drivers and may be hiring drivers with spotty driving records,\" the paper said.\u003c/p>\n\u003cp>Yet, there are other drivers who have taken the opposite route, going from Uber and Lyft to driving a cab.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Mickey Kelley operates the San Francisco Taxi School, which offers prospective cab drivers the courses they must take to get licensed. Classes range from five to 15 students each week. He estimates that from one-third to one-half of his students over the last six months have been former Uber and Lyft drivers.\u003c/p>\n\u003cp>“It started longer than six months ago, but about six months ago it really picked up,” he said.\u003c/p>\n\u003cp>Some of those were former cab drivers who had let their licenses expire when they moved on to the ride-service companies but now wanted to return to taxi work, Kelley says.\u003c/p>\n\u003cp>\"We’ve had cab drivers that quit driving a cab [to work for a ride-service firm], and a lot of those guys have come back and had to drive a cab again,“ he said.\u003c/p>\n\u003cp>Hansu Kim, owner of Flywheel Cab, said he's seen the same thing.\u003c/p>\n\u003cp>“We’re seeing a stream of UberX and Lyft drivers looking to drive a taxi now,\" Kim said. \"It used to be a trickle, now it’s more of a stream. Not the floodgates, yet.”\u003c/p>\n\u003cp>Flywheel referred me to Abdallah Hammad, 49, who has been driving for the company for about three years. To supplement his income, he drove on the side for both Uber and Lyft for about a year, but stopped around seven or eight months ago. The main reason: the extra cost and \"wear and tear\" of using his own car to do business.\u003c/p>\n\u003cp>(Note: Ride-service drivers can get partial relief from this expense by using the standard mileage-rate deduction on their tax returns.)\u003c/p>\n\u003cp>Hammad said that twice during Uber calls, customers became angry at the inflated fares they had to pay during a \u003ca href=\"https://www.google.com/search?q=surge+pricing+ube\" target=\"_blank\">surge pricing period\u003c/a> and slammed his car door so hard he had to have his automatic windows repaired.\u003c/p>\n\u003cp>But hadn't those customers agreed to accept the surge price when they ordered the ride?\u003c/p>\n\u003cp>“[Passengers] are \u003ca href=\"http://thegrio.com/2016/01/03/ubers-new-years-eve-surge-pricing-outrages-passengers-worldwide/\" target=\"_blank\">still mad\u003c/a>, even though they know in advance,” he said.\u003c/p>\n\u003cp>Hammad said passengers who had to fork over during a surge also tended to give him a lower rating. Uber drivers must maintain a 4.6 passenger rating or be \u003ca href=\"http://observer.com/2015/02/uber-drivers-the-punishment-for-bad-ratings-is-costly-training-courses/\" target=\"_blank\">suspended from driving\u003c/a>.\u003c/p>\n\u003cp>Kelly Dessaint, 44, who chronicles his \u003ca href=\"http://www.sfexaminer.com/author/k_dessaint/\" target=\"_blank\">adventures as a cab driver\u003c/a> for the San Francisco Examiner, started his professional driving career working for Uber and Lyft in 2014. But he quit early last year, went to taxi school, and has been driving for National Veterans Cab in San Francisco since February. He says he likes the feeling of community among cab drivers and that he makes more money driving a taxi than he did for Uber and Lyft.\u003c/p>\n\u003cp>“You’re doing all these $5 rides, you’re not getting tipped,” he said about driving for the ride services. “With a cab you can talk it up and people will tip you really well.”\u003c/p>\n\u003cp>Uber doesn’t \u003ca href=\"http://www.scpr.org/news/2015/10/21/55137/uber-tips-policy-causing-confusion-possibly-lower/\">allow tipping\u003c/a>, and Dessaint says \"you can tip on Lyft but nobody does. It’s so rare.” (Lyft says passengers collectively \u003ca href=\"http://thehub.lyft.com/blog/2015-highlights-for-drivers?utm_medium=Email&utm_source=ExactTarget&utm_campaign=82821259\" target=\"_blank\">gave more than $40 million in tips\u003c/a> to its 100,000 drivers in 2015. That's an average of $400 for each driver.)\u003c/p>\n\u003cp>Kelley, of the San Francisco Taxi School, believes that ride-service drivers who do the math discover that after maintenance and depreciation on their vehicle, they can do better driving a cab, which hasn't always been the case.\u003c/p>\n\u003cp>\"If you go back two years ago, it used to be pretty profitable to drive for [the ride services],\" he said. \"It’s just not anymore.\"\u003c/p>\n\u003cp>A price war between Uber and Lyft has contributed to a \u003ca href=\"http://fortune.com/2014/05/28/in-price-wars-some-uber-and-lyft-drivers-feel-the-crunch/\" target=\"_blank\">decline in driver pay\u003c/a>. Michael Banko, for instance, who has been driving for Lyft in San Francisco since 2012, said the lower rates that Lyft now charges have cut his driving income in half. He did say, however, that he gets tips from passengers “all the time.”\u003c/p>\n\u003cp>\u003cstrong>How Much Do Ride Service Drivers Really Make? \u003c/strong>\u003c/p>\n\u003cp>Nobody has really figured out, empirically, whether taxi or TNC (transportation network company) drivers make more money. Early last year, Uber released data that showed their drivers having the advantage.\u003c/p>\n\u003cp>\"A lot of former taxi drivers have decided they wanted to work for themselves and become self-employed,” the company wrote in an April 2015 \u003ca href=\"https://newsroom.uber.com/taxi-driver-jobs-vs-driving-with-uber/\">Uber Newsroom post\u003c/a>. \"These ex-taxicab drivers are choosing Uber because they like making more money and having a much more flexible schedule.” The post included this graphic: \u003cimg class=\"aligncenter size-full wp-image-10815071\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/uberEarnings.jpg\" alt=\"uberEarnings\" width=\"788\" height=\"525\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/12/uberEarnings.jpg 788w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/uberEarnings-400x266.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/uberEarnings-768x512.jpg 768w\" sizes=\"(max-width: 788px) 100vw, 788px\">\u003c/p>\n\u003cp>That $19.04 per hour figure comes from a \u003ca href=\"http://www.bsgco.com/insights/uber-the-driver-roadmap\" target=\"_blank\">December 2014 survey\u003c/a> by Benenson Strategy Group of 601 Uber \"driver partners\" in 20 markets. An Uber \u003ca href=\"https://s3.amazonaws.com/uber-static/comms/PDF/Uber_Driver-Partners_Hall_Kreuger_2015.pdf\" target=\"_blank\">analysis\u003c/a>, put together in conjunction with economist Alan B. Krueger, also cited data in a \u003ca href=\"http://stats.bls.gov/oes/2013/may/oes533041.htm\" target=\"_blank\">May 2013 Occupational Employment Statistics Survey\u003c/a> by the U.S. Bureau of Labor Statistics to show that taxi and limo drivers in six key markets made a median wage of $12.90 per hour, compared with Uber drivers' $19.19. But the Uber earnings figures \u003ca href=\"https://www.washingtonpost.com/news/the-switch/wp/2015/01/22/the-missing-data-point-from-ubers-driver-analysis-how-far-they-drive/\" target=\"_blank\">do not subtract the cost of gas, insurance and other expenses, like repairs\u003c/a>. (Newsweek \u003ca href=\"http://www.newsweek.com/thousands-drivers-declined-take-uber-survey-which-claims-78-drivers-satisfied-301252\" target=\"_blank\">also noted \u003c/a>that Uber price cuts went into effect soon after the survey. )\u003c/p>\n\u003cp>A similar survey released by Uber last month notably didn't address \u003ca href=\"http://www.sfgate.com/business/article/Uber-survey-highlights-driver-happiness-ignores-6676872.php\" target=\"_blank\">how much\u003c/a> drivers make.\u003c/p>\n\u003cp>Another data point: In September and October 2015, Sherpashare, a company that helps ride-service drivers track their earnings, surveyed 963 Uber and Lyft drivers. You can see self-reported gross income in this \u003ca href=\"https://www.sherpashare.com/share/the-top-demographic-trends-of-the-on-demand-workforce-appendix/\" target=\"_blank\">chart\u003c/a>.\u003c/p>\n\u003cp>The data found a big discrepancy in earnings between drivers over and under 55. Those who worked 31 to 40 hours per week and were 55 or under made an average of $2,162 gross per month, while those over 55 made $1,662.\u003c/p>\n\u003cp>Another \u003ca href=\"https://www.sherpashare.com/share/what-uber-lyft-drivers-earn-per-trip/\" target=\"_blank\">SherpaShare study\u003c/a>, “based on millions of UberX and Lyft trips tracked by drivers on the SherpaShare platform,” reported the average gross earnings per trip in May 2015 for each company in major cities.\u003c/p>\n\u003cp>In San Francisco, the average trip earned UberX drivers -- and again, these are gross earnings --- $14.65. Lyft drivers grossed $13.42 a trip.\u003c/p>\n\u003cp>And yet another set of numbers: \u003ca href=\"http://ww2.kqed.org/news/2015/11/16/california-regulators-offer-a-tiny-glimpse-of-data-from-uber-and-lyft\" target=\"_blank\">Aggregated data for all ride-service trips\u003c/a> in California presented at a Nov. 5 meeting of the California Public Utilities Commission and obtained by KQED combine stats submitted by UberX, Lyft, Sidecar, Summon, Wings and Shuddle. It shows the distribution of rides by the amount that passengers paid over 2014-15. Almost half of all fares were under $10, with an additional 23 percent between $10 to $15. A driver's share would be less than that after Uber and Lyft took their cut.\u003c/p>\n\u003cp>The \u003ca href=\"http://www.bls.gov/oes/current/oes533041.htm\" target=\"_blank\">May 2014 Occupational Employment Statistics Survey\u003c/a> found 178,000 cab drivers and chauffeurs in the country made an average of almost $26,000, or $12.35 per hour. In California, the average was $28,190 and $13.56 per hour.\u003c/p>\n\u003cp>\u003cstrong>A Former Cab Driver Who Loves Uber\u003c/strong>\u003c/p>\n\u003cp>In response to taxi driver Abdallah Hammad's negative experience driving for Uber, company spokeswoman Eva Behrend referred me to current UberX driver Tammy Johnson, of East Oakland.\u003c/p>\n\u003cp>Johnson, 38, told me she loves working for Uber, after driving for cab companies in San Leandro and Walnut Creek, where she experienced \"harassment in different forms. Everyone trying to hit on you.\"\u003c/p>\n\u003cp>Financial concerns also compelled her to switch. In general, every time taxi drivers go out on a shift, there's a chance they'll actually \u003cem>lose\u003c/em> money, because most of them lease their vehicles from the cab companies. Combine that with the cost of gas, and drivers start every shift in the hole. Johnson says that at least five times she didn't make enough money in fares to cover her daily costs.\u003c/p>\n\u003cp>She also said there was \"too much favoritism. Family members and insiders got the best calls.\" She felt compelled to buy dispatchers lunch or a bottle of wine to gain favor.\u003c/p>\n\u003cp>To be sure, the taxi industry has long had a reputation as a place where drivers \u003ca href=\"http://ww2.kqed.org/news/2013/12/11/taxi-drivers-and-whos-taking-money-out-of-their-pockets\" target=\"_blank\">have to pay cab company employees\u003c/a>. The San Francisco Transportation Code prohibits these payments, which some in the industry call tips, and others refer to as bribes, but the rule is unenforced.\u003c/p>\n\u003cp>While the amounts may seem small, they can add up. For example, John Han, a longtime San Francisco cab driver, told me he switched back to working at Yellow Cab in part because dispatchers at another company, which he didn't want to name, were demanding a total of $10 per day instead of the $6 he had been paying at Yellow.\u003c/p>\n\u003cp>Drivers are generally split over the fairness of this tipping system -- some don't mind, some say it's onerous. Either way, even $10 a day over the course of a year can easily add up to a couple of thousand dollars in a job that doesn't pay much to begin with. In 2014, one cab driver I talked to told me he was quitting to go to work for a ride service specifically because of having to pay taxi dispatchers.\u003c/p>\n\u003cp>\u003cstrong>New Taxi Meters: Leveling the Playing Field?\u003c/strong>\u003c/p>\n\u003cp>Last month, California's Division of Measurement Standards \u003ca href=\"http://www.sfchronicle.com/business/article/Flywheel-aims-to-replace-taxi-meters-with-6713925.php\" target=\"_blank\">approved TaxiOS\u003c/a> from Redwood City's Flywheel, a new GPS-based taxicab metering system. That's the same Flywheel that enables passengers to request cabs, track their location and pay, all via smartphones, just like Uber and Lyft.\u003c/p>\n\u003cp>Flywheel says about 80 percent of San Francisco cabs now accept calls from its app. The requests go out to every taxi that uses the system regardless of which company they work for.\u003c/p>\n\u003cp>Susan Shaheen, co-director of the \u003ca href=\"http://tsrc.berkeley.edu/\" target=\"_blank\">Transportation Sustainability Research Center\u003c/a> at UC Berkeley, last month \u003ca href=\"https://soundcloud.com/kqed/california-allows-smartphone-metered-taxis\" target=\"_blank\">told KQED's Mina Kim\u003c/a> that TaxiOS, which works with Android phones, will add \"an additional layer of flexibility to the taxi industry,\" allowing fare-splitting among customers and dynamic prices based on demand.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cdiv class='utils-parseShortcode-shortcodes-__shortcodes__shortcodeWrapper'>\n \u003ciframe width='100%' height='166'\n scrolling='no' frameborder='no'\n src='https://w.soundcloud.com/player/?url=https://api.soundcloud.com/tracks/238752982&visual=true&color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false'\n title='https://api.soundcloud.com/tracks/238752982'>\n \u003c/iframe>\n \u003c/div>\u003c/p>\u003cp>\u003c/p>\n\u003cp>Hansu Kim -- who likes Flywheel's e-hailing system so much he \u003ca href=\"http://www.sfgate.com/business/article/DeSoto-S-F-s-oldest-taxi-firm-rebrands-6087480.php\" target=\"_blank\">renamed his company\u003c/a> after it -- thinks the new TaxiOS meters will further enable cabbies to compete with Uber and Lyft drivers. About 50 Flywheel cabs participated in a recent two-month pilot program of the new meters.\u003c/p>\n\u003cp>Kim believes the abundance of San Francisco cabs that have adopted Flywheel's convenient e-hailing system leaves Uber and Lyft with the sole advantage of lower prices. He says the new meters will offer his drivers the ability to compete on cost, too.\u003c/p>\n\u003cp>\"With our [new] system we can now go to lower rates, more competitive rates ... where they’re appropriate,\" he said.\u003c/p>\n\u003cp>Flywheel -- the smartphone platform, not the cab company -- will create an algorithm that lowers prices when demand is low, Kim said. Those calls will be offered to cab drivers, who can decide whether to take them or not.\u003c/p>\n\u003cp>Cabs will still not be able to charge more during periods of high demand, as Uber has \u003ca href=\"http://bgr.com/2016/01/04/new-years-eve-uber-surge-pricing-reactions/\" target=\"_blank\">notoriously done\u003c/a>, because the San Francisco Municipal Transportation Agency has to approve any higher fares. However, Kim says, customers can lure cabs when they appear to be scarce through a pre-tipping component on the Flywheel app.\u003c/p>\n\u003cp>\"A passenger through their app can say I’m going to tip you 10 bucks, or 20 percent, and that creates a tremendous incentive for someone to ... go pick up that fare.\"\u003c/p>\n\u003cp>Kim said TaxiOS will also allow him to offer drivers a \"split meter system,\" in which the problem that former cab driver Tammy Johnson described -- leasing a cab and then not making enough money to cover the cost of the rental -- wouldn't be a risk, because the cab company will take only a portion of what the driver makes, the same business model that Uber and Lyft use.\u003c/p>\n\u003cp>\"I need to be able to lease vehicles to drivers who want to drive just a few hours a week part time,\" Kim said. \"So the traditional payment system, where you pay a lease for a cab for a certain amount of time, that needs to change.\"\u003c/p>\n\u003cp>The two taxi drivers I spoke to about the new TaxiOS meters were less than enthusiastic, if not downright suspicious.\u003c/p>\n\u003cp>\"Ultimately, the new Flywheel meters are fixing a problem that doesn’t exist,\" said Kelly Dessaint. He said his customers already split fares and negotiate for lower fares on slow nights. And he considers the algorithmic ability to decrease prices to be a bug, not a feature.\u003c/p>\n\u003cp>\"It becomes a race to the bottom,\" he said. \"And that's how Uber and Lyft screw their drivers.\"\u003c/p>\n\u003cp>(Uber has \u003ca href=\"https://newsroom.uber.com/beating-the-winter-slump-price-cuts-for-riders-with-guaranteed-earnings-for-drivers/\" target=\"_blank\">claimed\u003c/a> drivers actually make more in \u003ca href=\"https://ww2.kqed.org/wp-content/uploads/2015/01/uber_PriceCuts_BlogInfographic-01.png\" target=\"_blank\">some cities\u003c/a> under the price cuts.)\u003c/p>\n\u003cp>John Han, who drives for Yellow Cab, echoed Dessaint's concern.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“I think that’s just participating in a race to the bottom,\" Han said. \"I don't want to compete for these lesser fares. It would be another reason to hand in my keys as a taxi driver.\"\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Lyft Picks Up $500 Million, and an Ambitious Partnership, From GM",
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"content": "\u003cp>DETROIT — General Motors and San Francisco-based ride-hailing company Lyft are forming a partnership they say could help them beat their rivals to the self-driving future.\u003c/p>\n\u003cp>Lyft said Monday that GM invested $500 million in the company as part of a $1 billion round of fundraising.\u003c/p>\n\u003cp>GM gets a seat on Lyft's board and access to the 3-year-old company's software, which matches riders with drivers and automates payments. It also becomes a preferred vehicle provider, with the chance to get many more people behind the wheel of a Chevrolet, Buick, GMC or Cadillac.\u003c/p>\n\u003cp>Lyft gets the expertise of a 108-year-old automaker with decades of experience in making connected and autonomous vehicles. Detroit-based GM also has an enviable global reach; it sells almost 10 million cars each year in more than 100 countries. Lyft operates in 190 U.S. cities, although it recently formed partnerships with ride-sharing services in China and India.\u003c/p>\n\u003cp>Together, the companies plan to open a network of U.S. hubs where Lyft drivers can rent GM vehicles. That could expand Lyft's business by giving people who don't own cars a way to drive and earn money through Lyft. It will also give GM a leg up on competitors like Daimler AG and Ford Motor Co., which are developing their own ride-sharing services.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Longer term, GM and Lyft will work together to develop a fleet of autonomous vehicles that city dwellers could summon using Lyft's mobile app. Partnering with GM could give Lyft a boost over its arch-rival, Uber Technologies Inc., which is working on its own driverless cars.\u003c/p>\n\u003cp>Lyft President John Zimmer and GM President Dan Ammann say the two companies began serious discussions about three months ago. Both see big changes coming in the traditional model of car ownership, and they had similar ideas about how to address it.\u003c/p>\n\u003cp>\"It felt very natural very quickly,\" Zimmer said.\u003c/p>\n\u003cp>Ammann said the resulting partnership is unlike any other in the auto and tech industries.\u003c/p>\n\u003cp>\"Do we want to deploy the resources and people to do everything ourselves, or get there faster by working in partnership?\" Ammann said. \"We see a really compelling, complementary set of capabilities.\"\u003c/p>\n\u003cp>Following its latest round of fundraising — which also included a $100 million investment from Saudi Arabia's Kingdom Holding Co. — privately held Lyft set its value at $5.5 billion. The company expects revenue of around $1 billion this year. By comparison, GM is valued at $53 billion and earned $153 billion in revenue in 2014.\u003c/p>\n\u003cp>But neither company can afford to rest. Uber's value could soon surpass GM's, and newcomers like Apple and Google are also eager to disrupt the traditional auto industry.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"We see the world of mobility changing more in the next five years than it has in the last 50,\" Ammann said.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>DETROIT — General Motors and San Francisco-based ride-hailing company Lyft are forming a partnership they say could help them beat their rivals to the self-driving future.\u003c/p>\n\u003cp>Lyft said Monday that GM invested $500 million in the company as part of a $1 billion round of fundraising.\u003c/p>\n\u003cp>GM gets a seat on Lyft's board and access to the 3-year-old company's software, which matches riders with drivers and automates payments. It also becomes a preferred vehicle provider, with the chance to get many more people behind the wheel of a Chevrolet, Buick, GMC or Cadillac.\u003c/p>\n\u003cp>Lyft gets the expertise of a 108-year-old automaker with decades of experience in making connected and autonomous vehicles. Detroit-based GM also has an enviable global reach; it sells almost 10 million cars each year in more than 100 countries. Lyft operates in 190 U.S. cities, although it recently formed partnerships with ride-sharing services in China and India.\u003c/p>\n\u003cp>Together, the companies plan to open a network of U.S. hubs where Lyft drivers can rent GM vehicles. That could expand Lyft's business by giving people who don't own cars a way to drive and earn money through Lyft. It will also give GM a leg up on competitors like Daimler AG and Ford Motor Co., which are developing their own ride-sharing services.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Longer term, GM and Lyft will work together to develop a fleet of autonomous vehicles that city dwellers could summon using Lyft's mobile app. Partnering with GM could give Lyft a boost over its arch-rival, Uber Technologies Inc., which is working on its own driverless cars.\u003c/p>\n\u003cp>Lyft President John Zimmer and GM President Dan Ammann say the two companies began serious discussions about three months ago. Both see big changes coming in the traditional model of car ownership, and they had similar ideas about how to address it.\u003c/p>\n\u003cp>\"It felt very natural very quickly,\" Zimmer said.\u003c/p>\n\u003cp>Ammann said the resulting partnership is unlike any other in the auto and tech industries.\u003c/p>\n\u003cp>\"Do we want to deploy the resources and people to do everything ourselves, or get there faster by working in partnership?\" Ammann said. \"We see a really compelling, complementary set of capabilities.\"\u003c/p>\n\u003cp>Following its latest round of fundraising — which also included a $100 million investment from Saudi Arabia's Kingdom Holding Co. — privately held Lyft set its value at $5.5 billion. The company expects revenue of around $1 billion this year. By comparison, GM is valued at $53 billion and earned $153 billion in revenue in 2014.\u003c/p>\n\u003cp>But neither company can afford to rest. Uber's value could soon surpass GM's, and newcomers like Apple and Google are also eager to disrupt the traditional auto industry.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"We see the world of mobility changing more in the next five years than it has in the last 50,\" Ammann said.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>It's the end of the road for Sidecar. The ride-service company's co-founders announced today it would cease operations on New Year's Eve.\u003c/p>\n\u003cp>At one point, Sidecar -- along with Uber and Lyft -- was one of the Big 3 ride-hailing firms. When we \u003ca href=\"http://ww2.kqed.org/news/2013/11/07/taxis-lyft-ride-service-war-on-streets-of-san-francisco\" target=\"_blank\">first started covering the industry\u003c/a> in November 2013, we spoke to a driver who said he made an average of $30 an hour driving 20-25 hours per week for the company.\u003c/p>\n\u003cp>“I just had my 1,000th ride this year and I love it,” he said.\u003c/p>\n\u003cp>But the good times didn't last. In 2014 I talked to one driver who simultaneously worked for all three companies; he said he received nary a customer from Sidecar over a weeklong period. Eventually, the media stopped mentioning the company alongside Uber and Lyft.\u003c/p>\n\u003cp>Today Sidecar co-founders Sunil Paul and Jahan Khanna said in a \u003ca href=\"https://medium.com/@SunilPaul/so-long-sidecar-and-thanks-74c8a0955064#.nfaz9z4oh\" target=\"_blank\">post on Medium\u003c/a> that the company would end both its ride and \u003ca href=\"https://www.side.cr/delivery/\" target=\"_blank\">delivery service\u003c/a>, the latter of which it \u003ca href=\"http://www.geekwire.com/2015/packages-people-sidecar-launches-day-delivery-service-partners-eat24/\" target=\"_blank\">launched in February\u003c/a>.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"Today is a turning point for Sidecar as we prepare to end our ride and delivery service so we can work on strategic alternatives and lay the groundwork for the next big thing,\" Paul and Khanna wrote. \"We will cease ride and delivery operations at 2 p.m. Pacific Time, December 31.\"\u003c/p>\n\u003cp>Perhaps it's an indication of just how little business Sidecar was doing that it will terminate its ride-service hours before the rush of New Year's Eve, perhaps the biggest transportation-for-hire night of the year.\u003c/p>\n\u003cp>Paul and Khanna did not specify what \"the next big thing\" might be.\u003c/p>\n\u003cp>\"This is the end of the road for the Sidecar ride and delivery service,\" they wrote, \"but it’s by no means the end of the journey for the company.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>After beta testing in San Francisco in 2011, Sidecar formally \u003ca href=\"https://www.side.cr/sidecar-connects-drivers-and-passengers-one-ride-at-a-time/\" target=\"_blank\">launched in 2012\u003c/a>, portraying itself as \"the first on-demand rideshare community.\"\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>It's the end of the road for Sidecar. The ride-service company's co-founders announced today it would cease operations on New Year's Eve.\u003c/p>\n\u003cp>At one point, Sidecar -- along with Uber and Lyft -- was one of the Big 3 ride-hailing firms. When we \u003ca href=\"http://ww2.kqed.org/news/2013/11/07/taxis-lyft-ride-service-war-on-streets-of-san-francisco\" target=\"_blank\">first started covering the industry\u003c/a> in November 2013, we spoke to a driver who said he made an average of $30 an hour driving 20-25 hours per week for the company.\u003c/p>\n\u003cp>“I just had my 1,000th ride this year and I love it,” he said.\u003c/p>\n\u003cp>But the good times didn't last. In 2014 I talked to one driver who simultaneously worked for all three companies; he said he received nary a customer from Sidecar over a weeklong period. Eventually, the media stopped mentioning the company alongside Uber and Lyft.\u003c/p>\n\u003cp>Today Sidecar co-founders Sunil Paul and Jahan Khanna said in a \u003ca href=\"https://medium.com/@SunilPaul/so-long-sidecar-and-thanks-74c8a0955064#.nfaz9z4oh\" target=\"_blank\">post on Medium\u003c/a> that the company would end both its ride and \u003ca href=\"https://www.side.cr/delivery/\" target=\"_blank\">delivery service\u003c/a>, the latter of which it \u003ca href=\"http://www.geekwire.com/2015/packages-people-sidecar-launches-day-delivery-service-partners-eat24/\" target=\"_blank\">launched in February\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"Today is a turning point for Sidecar as we prepare to end our ride and delivery service so we can work on strategic alternatives and lay the groundwork for the next big thing,\" Paul and Khanna wrote. \"We will cease ride and delivery operations at 2 p.m. Pacific Time, December 31.\"\u003c/p>\n\u003cp>Perhaps it's an indication of just how little business Sidecar was doing that it will terminate its ride-service hours before the rush of New Year's Eve, perhaps the biggest transportation-for-hire night of the year.\u003c/p>\n\u003cp>Paul and Khanna did not specify what \"the next big thing\" might be.\u003c/p>\n\u003cp>\"This is the end of the road for the Sidecar ride and delivery service,\" they wrote, \"but it’s by no means the end of the journey for the company.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>After beta testing in San Francisco in 2011, Sidecar formally \u003ca href=\"https://www.side.cr/sidecar-connects-drivers-and-passengers-one-ride-at-a-time/\" target=\"_blank\">launched in 2012\u003c/a>, portraying itself as \"the first on-demand rideshare community.\"\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "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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"info": "Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.",
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"soldout": {
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"title": "SOLD OUT: Rethinking Housing in America",
"tagline": "A new future for housing",
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