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"content": "\u003cp>A bill that would change the nature of work in California cleared a key hurdle on Friday, when it passed off the Senate Appropriations Committee suspense file and moved to the Senate floor. [aside label=\"The wide ramifications of AB 5\" link1=\"https://www.kqed.org/news/11769741/is-the-gig-up-what-dynamex-means-for-the-future-of-contracting-in-california,What Dynamex Means for the Future of Contracting in California\" hero=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/AB-5-Dynamex-1020x690.jpg\"]\u003c/p>\n\u003cp>\u003ca href=\"http://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201920200AB5\">Assembly Bill 5\u003c/a> codifies a \u003ca href=\"https://scocal.stanford.edu/opinion/dynamex-operations-west-inc-v-superior-court-34584\">2018 California Supreme Court decision\u003c/a> that found workers who are performing core services of a business — like driving for Uber — must be classified as employees rather than contractors. That change would make them eligible not just for higher pay but for benefits, including disability and workers' compensation.\u003c/p>\n\u003cp>AB 5 now exempts numerous professions from the requirement, including doctors, dentists, hairdressers and barbers. Ride-hailing companies Uber and Lyft are calling for separate legislation to deal with workers in the gig economy.\u003c/p>\n\u003cp>If that doesn't happen, they are warning that they may \u003ca href=\"https://www.kqed.org/news/11771081/uber-lyft-funding-possible-2020-ballot-initiative-to-regulate-gig-workers\">pursue a ballot initiative\u003c/a> for California's 2020 ballot. The two transportation platform companies, along with the delivery service DoorDash, on Thursday pledged a combined $90 million to fund that potential initiative.\u003c/p>\n\u003cp>Friday was the deadline for legislation to clear fiscal committees in the Senate and Assembly. Bills that didn't make it through cannot be considered until next year.\u003c/p>\n\u003cp>\u003cb>Vaccine Exemption Oversight Passes Committee\u003c/b>\u003c/p>\n\u003cfigure id=\"attachment_11771519\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11771519\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/RS16169_JV0A7575-qut-800x533.jpg\" alt=\"Alexis Tjian holds her 5-year-old daughter as she receives a vaccination from Etzel Rubio at Berkeley Pediatrics. Senate Bill 276 would bar physicians from charging for vaccine exemptions, and allow the state to review certain exemptions that have been granted.\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS16169_JV0A7575-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS16169_JV0A7575-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS16169_JV0A7575-qut-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS16169_JV0A7575-qut-1200x800.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS16169_JV0A7575-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Alexis Tjian holds her 5-year-old daughter as she receives a vaccination from Etzel Rubio at Berkeley Pediatrics. Senate Bill 276 would bar physicians from charging for vaccine exemptions, and allow the state to review certain exemptions that have already been granted. \u003ccite>(Jeremy Raff/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In the Assembly on Friday, the Appropriations Committee hearing was briefly interrupted by protesters of a bill that would add state oversight to vaccine exemptions.\u003c/p>\n\u003cp>That legislation, \u003ca href=\"http://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201920200SB276\">Senate Bill 276\u003c/a>, passed the committee, but opponents continued their protest for the rest of the meeting — forcing chair Lorena Gonzalez to read the fate of dozens of other bills over their chants of disapproval.\u003c/p>\n\u003cp>Currently, schoolchildren are only allowed an exemption from vaccinations if approved by a physician.\u003c/p>\n\u003cp>SB 276 would bar physicians from charging for these exemptions, and allow the state to review certain exemptions that have been granted. The vaccine legislation has led to contentious hearings throughout its legislative journey, and last week an opponent was \u003ca href=\"https://www.kqed.org/news/11768991/anti-vaccine-activist-assaults-state-sen-richard-pan-posts-video-to-facebook\" target=\"_blank\" rel=\"noopener\">arrested for assaulting bill author Richard Pan\u003c/a>, D-Sacramento.\u003c/p>\n\u003cp>\u003cstrong>Paper Receipt Ban Was a Step Too Far\u003c/strong>\u003c/p>\n\u003cfigure id=\"attachment_11771594\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11771594\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/kevin-eckery-calmatters-800x566.jpg\" alt=\"Carol Dahmen poses with a receipt that's more than 4 feet long — for the purchase of a single item. \" width=\"800\" height=\"566\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/08/kevin-eckery-calmatters-800x566.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/kevin-eckery-calmatters-160x113.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/kevin-eckery-calmatters.jpg 1020w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Carol Dahmen poses with a receipt that's more than 4 feet long — for the purchase of a single item. \u003ccite>(Kevin Eckery/CALmatters)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Body-length receipts have come out on top ― for now. A Legislative committee voted against sending to the Senate floor \u003ca href=\"https://www.kqed.org/news/11734654/skip-the-slip-california-lawmaker-wants-email-receipts-to-replace-paper-ones\" target=\"_blank\" rel=\"noopener\">a bill that would have banned paper receipts unless requested by a customer\u003c/a>.\u003c/p>\n\u003cp>Democratic Sen. Anthony Portantino, chairman of the legislative committee that blocked AB 161 on Friday, said some retailers use the receipts for quality control, and he noted people like to get the coupons that sometimes come with their purchase.\u003c/p>\n\u003cp>The Legislature will consider hundreds of bills before it adjourns for the year on Sept. 13.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "AB 5, a bill that would change the nature of work in California, could still see changes in the final weeks of the current Legislature.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A bill that would change the nature of work in California cleared a key hurdle on Friday, when it passed off the Senate Appropriations Committee suspense file and moved to the Senate floor. \u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003ca href=\"http://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201920200AB5\">Assembly Bill 5\u003c/a> codifies a \u003ca href=\"https://scocal.stanford.edu/opinion/dynamex-operations-west-inc-v-superior-court-34584\">2018 California Supreme Court decision\u003c/a> that found workers who are performing core services of a business — like driving for Uber — must be classified as employees rather than contractors. That change would make them eligible not just for higher pay but for benefits, including disability and workers' compensation.\u003c/p>\n\u003cp>AB 5 now exempts numerous professions from the requirement, including doctors, dentists, hairdressers and barbers. Ride-hailing companies Uber and Lyft are calling for separate legislation to deal with workers in the gig economy.\u003c/p>\n\u003cp>If that doesn't happen, they are warning that they may \u003ca href=\"https://www.kqed.org/news/11771081/uber-lyft-funding-possible-2020-ballot-initiative-to-regulate-gig-workers\">pursue a ballot initiative\u003c/a> for California's 2020 ballot. The two transportation platform companies, along with the delivery service DoorDash, on Thursday pledged a combined $90 million to fund that potential initiative.\u003c/p>\n\u003cp>Friday was the deadline for legislation to clear fiscal committees in the Senate and Assembly. Bills that didn't make it through cannot be considered until next year.\u003c/p>\n\u003cp>\u003cb>Vaccine Exemption Oversight Passes Committee\u003c/b>\u003c/p>\n\u003cfigure id=\"attachment_11771519\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11771519\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/RS16169_JV0A7575-qut-800x533.jpg\" alt=\"Alexis Tjian holds her 5-year-old daughter as she receives a vaccination from Etzel Rubio at Berkeley Pediatrics. Senate Bill 276 would bar physicians from charging for vaccine exemptions, and allow the state to review certain exemptions that have been granted.\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS16169_JV0A7575-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS16169_JV0A7575-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS16169_JV0A7575-qut-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS16169_JV0A7575-qut-1200x800.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS16169_JV0A7575-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Alexis Tjian holds her 5-year-old daughter as she receives a vaccination from Etzel Rubio at Berkeley Pediatrics. Senate Bill 276 would bar physicians from charging for vaccine exemptions, and allow the state to review certain exemptions that have already been granted. \u003ccite>(Jeremy Raff/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In the Assembly on Friday, the Appropriations Committee hearing was briefly interrupted by protesters of a bill that would add state oversight to vaccine exemptions.\u003c/p>\n\u003cp>That legislation, \u003ca href=\"http://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201920200SB276\">Senate Bill 276\u003c/a>, passed the committee, but opponents continued their protest for the rest of the meeting — forcing chair Lorena Gonzalez to read the fate of dozens of other bills over their chants of disapproval.\u003c/p>\n\u003cp>Currently, schoolchildren are only allowed an exemption from vaccinations if approved by a physician.\u003c/p>\n\u003cp>SB 276 would bar physicians from charging for these exemptions, and allow the state to review certain exemptions that have been granted. The vaccine legislation has led to contentious hearings throughout its legislative journey, and last week an opponent was \u003ca href=\"https://www.kqed.org/news/11768991/anti-vaccine-activist-assaults-state-sen-richard-pan-posts-video-to-facebook\" target=\"_blank\" rel=\"noopener\">arrested for assaulting bill author Richard Pan\u003c/a>, D-Sacramento.\u003c/p>\n\u003cp>\u003cstrong>Paper Receipt Ban Was a Step Too Far\u003c/strong>\u003c/p>\n\u003cfigure id=\"attachment_11771594\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11771594\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/kevin-eckery-calmatters-800x566.jpg\" alt=\"Carol Dahmen poses with a receipt that's more than 4 feet long — for the purchase of a single item. \" width=\"800\" height=\"566\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/08/kevin-eckery-calmatters-800x566.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/kevin-eckery-calmatters-160x113.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/kevin-eckery-calmatters.jpg 1020w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Carol Dahmen poses with a receipt that's more than 4 feet long — for the purchase of a single item. \u003ccite>(Kevin Eckery/CALmatters)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Body-length receipts have come out on top ― for now. A Legislative committee voted against sending to the Senate floor \u003ca href=\"https://www.kqed.org/news/11734654/skip-the-slip-california-lawmaker-wants-email-receipts-to-replace-paper-ones\" target=\"_blank\" rel=\"noopener\">a bill that would have banned paper receipts unless requested by a customer\u003c/a>.\u003c/p>\n\u003cp>Democratic Sen. Anthony Portantino, chairman of the legislative committee that blocked AB 161 on Friday, said some retailers use the receipts for quality control, and he noted people like to get the coupons that sometimes come with their purchase.\u003c/p>\n\u003cp>The Legislature will consider hundreds of bills before it adjourns for the year on Sept. 13.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"title": "Uber, Lyft Funding Possible 2020 Ballot Initiative to Regulate Gig Workers",
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"content": "\u003cp>Ride-hailing companies Uber and Lyft on Thursday announced they are putting $30 million each into a campaign account for a possible 2020 California ballot initiative to regulate so-called gig economy workers.\u003c/p>\n\u003cp>Uber Chief Legal Officer Tony West said the companies will pursue a ballot measure if the Legislature doesn’t take action on its own — but he said the ballot measure isn’t the company’s first preference.\u003c/p>\n\u003cp>“That is a reluctant second choice,” he said. “We don’t think that is the best use of funds. We don’t think that is the best alternative. We think negotiating a historic deal with the right stakeholders around the table in this legislative session is the best path forward.”\u003c/p>\n\u003cp>DoorDash also announced a $30 million “initial commitment” later on Thursday afternoon.\u003c/p>\n\u003cp>[aside label=\"Is the 'Gig' Up?\" link1=\"https://www.kqed.org/news/11769741/is-the-gig-up-what-dynamex-means-for-the-future-of-contracting-in-california,What Dynamex Means for the Future of Contracting in California\" hero=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/AB-5-Dynamex-1020x690.jpg\"]\u003c/p>\n\u003cp>Gig economy companies are facing pressure to update their employment model after the 2018 \u003ca href=\"https://scocal.stanford.edu/opinion/dynamex-operations-west-inc-v-superior-court-34584\">California Supreme Court Dynamex decision\u003c/a> that changes who can be classified as an employee versus a contractor. \u003c/p>\n\u003cp>That decision stated that if a worker performs a core function for a business — like driving for Uber — that worker must be classified as an employee.\u003c/p>\n\u003cp>\u003ca href=\"http://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201920200AB5\">Assembly Bill 5\u003c/a>, currently in the Legislature, would codify that ruling. The Senate Appropriations Committee is expected to decide on Friday whether the bill will advance further through the Legislature and face a vote on the Senate floor.\u003c/p>\n\u003cp>AB 5 author Lorena Gonzalez (D, San Diego) said tech companies shouldn’t get to create their own rules for workers.\u003c/p>\n\u003cp>“No company, no corporation, no type of employment is so special that they get to absolve themselves of basic labor laws,” she said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>However, ride-hailing advocates point out AB 5 does contain numerous exemptions for industries that use a contractor model. Uber and Lyft have been negotiating with Gov. Gavin Newsom’s administration for legislation outside of AB 5 that would clarify their industry regulations. \u003c/p>\n\u003cp>West said the state can provide a new model for gig workers.\u003c/p>\n\u003cp>“We have the opportunity in California to modernize the legal framework on how independent workers in the gig economy are treated,” he said.\u003c/p>\n\u003cp>Any new bill that would give ride-hailing companies what they want in this legislative session would need to be fast-tracked. The session ends for the year in two weeks.\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "Uber, Lyft and DoorDash announced Thursday they're putting $30 million each into a campaign account for a possible 2020 California initiative to regulate gig economy workers - unless the Legislature regulates them first.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Gig economy companies are facing pressure to update their employment model after the 2018 \u003ca href=\"https://scocal.stanford.edu/opinion/dynamex-operations-west-inc-v-superior-court-34584\">California Supreme Court Dynamex decision\u003c/a> that changes who can be classified as an employee versus a contractor. \u003c/p>\n\u003cp>That decision stated that if a worker performs a core function for a business — like driving for Uber — that worker must be classified as an employee.\u003c/p>\n\u003cp>\u003ca href=\"http://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201920200AB5\">Assembly Bill 5\u003c/a>, currently in the Legislature, would codify that ruling. The Senate Appropriations Committee is expected to decide on Friday whether the bill will advance further through the Legislature and face a vote on the Senate floor.\u003c/p>\n\u003cp>AB 5 author Lorena Gonzalez (D, San Diego) said tech companies shouldn’t get to create their own rules for workers.\u003c/p>\n\u003cp>“No company, no corporation, no type of employment is so special that they get to absolve themselves of basic labor laws,” she said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>However, ride-hailing advocates point out AB 5 does contain numerous exemptions for industries that use a contractor model. Uber and Lyft have been negotiating with Gov. Gavin Newsom’s administration for legislation outside of AB 5 that would clarify their industry regulations. \u003c/p>\n\u003cp>West said the state can provide a new model for gig workers.\u003c/p>\n\u003cp>“We have the opportunity in California to modernize the legal framework on how independent workers in the gig economy are treated,” he said.\u003c/p>\n\u003cp>Any new bill that would give ride-hailing companies what they want in this legislative session would need to be fast-tracked. The session ends for the year in two weeks.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "is-the-gig-up-what-dynamex-means-for-the-future-of-contracting-in-california",
"title": "Is the 'Gig' Up? What Dynamex Means for the Future of Contracting in California",
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"content": "\u003cp>[dropcap]D[/dropcap]o you freelance in California? Have a side hustle? Drive trucks? Work on political campaigns? Then you may want to pay attention to a major employment fight coming to a head in Sacramento.\u003c/p>\n\u003cp>The state Legislature is currently considering \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201920200AB5\" target=\"_blank\" rel=\"noopener\">Assembly Bill 5\u003c/a>, which would make it harder to classify workers as independent contractors, officially codifying a sweeping 2018 California Supreme Court decision. The so-called \u003ca href=\"https://calmatters.org/articles/companies-beg-for-relief-from-pro-labor-gig-worker-ruling/\" target=\"_blank\" rel=\"noopener\">Dynamex bill\u003c/a>, supported by organized labor and named for the court case, has made headlines for threatening on-demand business models made popular by the likes of Uber, DoorDash and Postmates.\u003c/p>\n\u003cp>[pullquote size='medium' align='right' citation=\"Veena Dubal, UC Hastings law professor\"]‘It’s pretty clear that most workers in the gig economy need labor and employment law protections under California law.’[/pullquote]\u003c/p>\n\u003cp>Earlier this week, Lyft and Uber drivers caravaned across the state to show their support for the bill, \u003ca href=\"https://www.kqed.org/news/11770427/uber-lyft-drivers-rally-in-s-f-in-support-of-controversial-gig-employee-bill\">rallying\u003c/a> in front of Uber headquarters in San Francisco and calling for the right to unionize.\u003c/p>\n\u003cp>This Friday, the Senate Appropriations Committee is expected to decide whether the bill will advance further through the Legislature and face a vote on the Senate floor.\u003c/p>\n\u003cp>AB 5 could affect some 2 million workers in industries far from the so-called gig economy or the tech sector, from general contractors to \u003ca href=\"https://www.kqed.org/news/11737567/strippers-clash-over-employment-status-in-dueling-l-a-protests\" target=\"_blank\" rel=\"noopener\">strippers\u003c/a>. The proposed legislation would rewrite the rules not just for workers, but also for employers, like media outlets (including KQED), winemakers, private investigators or music schools.\u003c/p>\n\u003cp>“Does AB 5 have very wide repercussions? Yes, that’s what makes the negotiations very complicated,” said labor rights attorney Bill Sokol, who teaches employment law at San Francisco State University and is not a part of the negotiations.\u003c/p>\n\u003cp>[aside label=\"related stories\" tag=\"gig-economy\"]\u003c/p>\n\u003cp>AB 5 has put Gov. Gavin Newsom, who wants to be viewed as an ally to both labor and tech, \u003ca href=\"https://www.sfchronicle.com/politics/article/Gavin-Newsom-dodges-taking-a-stand-on-14047109.php?psid=4CZ4T\" target=\"_blank\" rel=\"noopener\">in an awkward position.\u003c/a>\u003c/p>\n\u003cp>Opposing the bill are mainstream businesses that have banded together with some in the gig economy to wage an \u003ca href=\"https://imindependent.co/\" target=\"_blank\" rel=\"noopener\">“I’m Independent”\u003c/a> campaign against it.\u003c/p>\n\u003cp>Lobbying heavily in favor of the bill is organized labor, which wants to see gig economy workers get workplace protections, including the right to collective bargaining.\u003c/p>\n\u003cp>California has long led the nation on employment practices, and the Dynamex bill may be just the beginning as policymakers wrestle with updating labor codes for a changing workplace.\u003c/p>\n\u003cp>“Everything is up for grabs,” Sokol said. “There’s no way to predict who’s going to end up with what. But labor recognizes that the American workplace they have traditionally organized — those worker relationships — have changed, and the laws have not kept up with them.”\u003c/p>\n\u003ch3>What was the Dynamex decision all about?\u003c/h3>\n\u003cp>The state Supreme Court decision in \u003ca href=\"https://www.courts.ca.gov/opinions/archive/S222732.PDF\" target=\"_blank\" rel=\"noopener\">Dynamex Operations West, Inc. v. Superior Court of Los Angeles\u003c/a> dealt with a same-day courier service that, to save money, had converted all its employees into independent contractors. A former employee claimed the shift was a state Labor Code violation, and the litigation that ensued ended up reinterpreting how workers are classified. The ruling established a three-part test for certifying independent contractors.\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch4>The Dynamex ABC Test\u003cbr>\n\u003cbr>\u003c/h4>\n\u003cp>A) The worker is free from the control and direction of the hiring entity in connection with the performance of the work, both under the contract for the performance of the work and in fact; \u003cem>and\u003c/em>\u003c/p>\n\u003cp>B) The worker performs work that is outside the usual course of the hiring entity’s business; \u003cem>and\u003c/em>\u003c/p>\n\u003cp>C) The worker is customarily engaged in an independently established trade, occupation, or business of the same nature as the work performed for the hirer.\u003c/p>\n\u003c/aside>\n\u003cp>Even though the Dynamex decision is already law, labor representatives say many companies have been flouting it. AB 5 would ensure that workers would not have to file suit on a case-by-case basis to seek enforcement.\u003c/p>\n\u003cp>“There’s a whole bunch of things that they’re currently being cheated out of, frankly,” said Steve Smith with the Labor Federation. “With respect to Uber and Lyft, it’s the exploitation they subject their workers to on a daily basis. Many of these workers are not receiving minimum wage. They are misclassified as contractors when they actually should be considered employees, meaning there’s a whole host of benefits they’re not getting that they should get like everyone else.”\u003c/p>\n\u003cp>In steering more workers to employee status, the bill would force companies to offer basic worker protections that contractors don’t currently receive, such as guaranteed minimum wage, overtime pay, contributions to Social Security and Medicare, and unemployment and disability insurance. Those workers would also be eligible for workers’ compensation, sick and family leave and would be protected from discrimination at work, none of which are currently afforded to contractors.\u003c/p>\n\u003cp>“It’s a really important bill. States all over the country are watching to see what happens,” said Veena Dubal, a UC Hastings employment law professor, who spent several years representing San Francisco taxi drivers. “It’s pretty clear that most workers in the gig economy need labor and employment law protections under California law. … It’s vital that we have legal analysis that is clear both to businesses and workers so there’s less ambiguity.”\u003c/p>\n\u003cp>[pullquote size='medium' align='right' citation=\"Jennifer Barrera, California Chamber of Commerce\"]‘We have a huge group of individuals who really value their flexibility and control over their own schedule and I don’t think it has to be one or the other.’[/pullquote]\u003c/p>\n\u003cp>The state estimates it loses about \u003ca href=\"https://doc-0o-2c-apps-viewer.googleusercontent.com/viewer/secure/pdf/5kl0815j43d7pmccu5rm1nkdu5n97vtk/k78ohtjvmpriqu94toehk5vasugk1or8/1561398375000/gmail/12954669112312320069/ACFrOgCqTnPx2m9ygcyL_K7HjnqRWqbcoV4Y7z8aWyyKuEzX_tSdhj74hCCpDeNj8FN7h9FivoRreI\" target=\"_blank\" rel=\"noopener\">$7 billion\u003c/a> a year in payroll tax revenue due to worker misclassification — money that could be supporting schools, roads and other public services. And by avoiding unemployment insurance taxes and workers’ compensation premiums, businesses shift the burden to the state when workers get laid off, sick or injured on the job.\u003c/p>\n\u003cp>“These billion dollar companies can complain, but we have to ask ourselves as taxpayers: Should we subsidize their business by subsidizing their workers?” said Democratic Assemblywoman Lorena Gonzalez, a former labor organizer from San Diego who introduced the bill.\u003c/p>\n\u003cp>Gonzalez dismisses the idea, often touted by opponents, that Uber and Lyft will flee California if forced to reclassify their workers as employees. More likely, she predicts, Uber and Lyft will make the changes required by law because there’s a massive market for transporting individuals and goods in California, the fifth-largest economy in the world. And if they can’t swing it, then someone else will, she has said.\u003c/p>\n\u003ch3>Where do labor and business groups stand?\u003c/h3>\n\u003cfigure id=\"attachment_11769747\" class=\"wp-caption alignright\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11769747\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/DYNAMEX-GRAPHIC-1-800x1485.jpg\" alt=\"It's not just Uber and Lyft drivers whose jobs would be reclassified.\" width=\"800\" height=\"1485\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/DYNAMEX-GRAPHIC-1-800x1485.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/DYNAMEX-GRAPHIC-1-160x297.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/DYNAMEX-GRAPHIC-1-1020x1893.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/DYNAMEX-GRAPHIC-1-646x1200.jpg 646w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/DYNAMEX-GRAPHIC-1-1920x3564.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/DYNAMEX-GRAPHIC-1.jpg 1103w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">It’s not just Uber and Lyft drivers whose jobs would be reclassified. \u003ccite>(CALmatters)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Labor groups, led by the 2 million-member California Labor Federation, have united behind legislation. Their contention is that the gig economy has opened the door to mass exploitation of low-wage workers, a trend that is worsening income inequality.\u003c/p>\n\u003cp>But business advocates warn that the change would dramatically increase labor costs in California and have dire consequences for the state’s economy.\u003c/p>\n\u003cp>“We have a completely different economy,” said Jennifer Barrera, executive vice president of the California Chamber of Commerce. “We have a huge group of individuals who really value their flexibility and control over their own schedule and I don’t think it has to be one or the other.”\u003c/p>\n\u003cp>As for Uber and Lyft, the rideshare companies have sought compromise and held backchannel negotiations with the Teamsters and Service Employees International Union.\u003c/p>\n\u003cp>Their hope is to carve out a way to allow employers to grant some benefits without having to categorize workers as full employees.\u003c/p>\n\u003cp>In an \u003ca href=\"//www.sfchronicle.com/opinion/openforum/article/Open-Forum-Uber-Lyft-ready-to-do-our-part-for-13969843.php\">open letter\u003c/a>, Uber Chief Executive Dara Khosrowshahi and Lyft co-founders Logan Green and John Zimmer proposed maintaining their drivers’ freelance status but granting access to some employee benefits such as paid time off and retirement accounts. The executives, whose combined worth is over $1 billion, have also offered to form a new driver association to advocate for drivers’ interests.\u003c/p>\n\u003cp>“We are public companies that tens of millions of people rely on for mobility and work,” they wrote. “If there ever was a time for new policies, it’s now.”\u003c/p>\n\u003cfigure id=\"attachment_11770516\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11770516\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/RS38761__M6A2496-qut-1-800x502.jpg\" alt='Taking care of his mother and family, Uber and Lyft driver Malik Ali calls on Uber CEO Dara Khosrowshahi to help drivers keep a living wage. \"You see one driver but you don’t see the family behind. At least give us our share. I have to work every day, because of the strict rules for the driver, which is ripping us off. I can’t afford to miss days to pay my rent. They don’t see the family behind us.”' width=\"800\" height=\"502\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/RS38761__M6A2496-qut-1-800x502.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/RS38761__M6A2496-qut-1-160x100.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/RS38761__M6A2496-qut-1-1020x640.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/RS38761__M6A2496-qut-1-1200x753.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/RS38761__M6A2496-qut-1.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Taking care of his mother and family, Uber and Lyft driver Malik Ali calls on Uber CEO Dara Khosrowshahi to help drivers keep a living wage. “You see one driver but you don’t see the family behind. At least give us our share. I have to work every day, because of the strict rules for the driver, which is ripping us off. I can’t afford to miss days to pay my rent. They don’t see the family behind us.” \u003ccite>(Sruti Mamidanna/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>On the other side are drivers like 62-year-old Ann Glatt, who joined the \u003ca href=\"https://www.gigworkersrising.org/\">Gig Workers Rising\u003c/a> movement after noticing her share of fares declining over time with Lyft. She said she was lucky to make $700 a week and would like to see changes to how drivers like herself are categorized.\u003c/p>\n\u003cp>“Teachers are in unions. We’re not able to unionize because we’re independent contractors,” Glatt said.\u003c/p>\n\u003cp>She added that how companies describe their drivers can be misleading.\u003c/p>\n\u003cp>“Uber and Lyft are not transportation companies — they are platforms,” she said. “So that makes us customers and the passengers are the end user. But really it kinda just means Uber and Lyft are not responsible for basic labor standards for people.”\u003c/p>\n\u003cp>In a follow-up interview, Glatt said she stopped driving for Lyft because she wasn’t able to make ends meet.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003ch3>What about more traditional industries?\u003c/h3>\n\u003cp>The impact of the Dynamex court ruling has been felt far more broadly than many Californians had expected, and AB 5 ‘s impact could be similarly widespread.\u003c/p>\n\u003cp>Gonzalez said she’s heard from newspaper publishers who want to keep using freelance journalists and beauty salons that rely on nail technicians. Her bill has even rattled folks in the world of politics, because it would reclassify campaign workers as employees instead of contractors.\u003c/p>\n\u003cp>Weighing in against the new rules are also representatives of the construction and trucking industries.\u003c/p>\n\u003cp>Peter Tateishi, CEO of the Associated General Contractors of California, which represents construction firms, said the bill would disadvantage small businesses, including many women-owned and minority-owned shops, because the builders that have long hired them as subcontractors won’t be able to do so anymore.\u003c/p>\n\u003cp>The trucking industry has \u003ca href=\"https://www.truckinginfo.com/328560/lawsuit-challenging-california-independent-contractor-rule-dismissed\" target=\"_blank\" rel=\"noopener\">challenged\u003c/a> the Dynamex decision in federal court, arguing that federal laws governing motor carriers preempt the state test.\u003c/p>\n\u003cfigure id=\"attachment_11769749\" class=\"wp-caption alignright\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11769749\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/DYNAMEX-GRAPHIC-3-800x1665.jpg\" alt=\"Business interests are pressing for more exemptions to AB 5.\" width=\"800\" height=\"1665\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/DYNAMEX-GRAPHIC-3-800x1665.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/DYNAMEX-GRAPHIC-3-160x333.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/DYNAMEX-GRAPHIC-3-1020x2123.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/DYNAMEX-GRAPHIC-3-576x1200.jpg 576w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/DYNAMEX-GRAPHIC-3-1920x3997.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/DYNAMEX-GRAPHIC-3.jpg 984w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Business interests are pressing for more exemptions to AB 5. \u003ccite>(CALmatters)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Chris Shimoda, vice president of government affairs for the California Trucking Association, says trucking has long been a career option for those without advanced degrees. About 80% of drivers in the industry have a high school education or less, he said.\u003c/p>\n\u003cp>But under Dynamex’s rules, truck drivers who own their own $150,000 Class 8 heavy duty trucks may start finding it difficult to get work.\u003c/p>\n\u003cp>“We all agree there should be a pathway, especially for the blue-collar working class to rise up the economic ladder,” Shimoda said. “If there are specific things that have been abused, then what are those and how do we reconcile that through this bill?”\u003c/p>\n\u003ch3>Will some industries be exempt?\u003c/h3>\n\u003cp>Lawmakers and lobbyists are continuing to negotiate the details of the Dynamex bill. So far, Gonzalez has agreed to exempt doctors, insurance and real estate agents, hair stylists and barbers who hold a booth rental permit, dentists, architects, engineers and accountants out of the law.\u003c/p>\n\u003cp>But business interests are pressing for more exemptions. Barrera of CalChamber said the organization would also like to carve out licensed occupations like court reporters and family therapists.\u003c/p>\n\u003cp>While Gonzalez said she intends to sort through more requests, the exemptions will need to stop at some point.\u003c/p>\n\u003cp>“I have a driver’s license,” she said. “That doesn’t make me a business owner.”\u003c/p>\n\u003cp>\u003cem>KQED’s Matthew Green contributed reporting to this article.\u003c/em>\u003c/p>\n\u003cp>\u003cem>CALmatters.org is a nonprofit, nonpartisan media venture explaining California policies and politics.\u003c/em>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "A California bill threatens the likes of Uber, Lyft, Postmates and DoorDash. But Assembly Bill 5 could also sweep up some 2 million workers from truck drivers and general contractors to strippers and nail salons.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003c/p>\u003cp>\u003cspan class=\"utils-parseShortcode-shortcodes-__dropcapShortcode__dropcap\">D\u003c/span>\u003c/p>\u003cp>o you freelance in California? Have a side hustle? Drive trucks? Work on political campaigns? Then you may want to pay attention to a major employment fight coming to a head in Sacramento.\u003c/p>\n\u003cp>The state Legislature is currently considering \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201920200AB5\" target=\"_blank\" rel=\"noopener\">Assembly Bill 5\u003c/a>, which would make it harder to classify workers as independent contractors, officially codifying a sweeping 2018 California Supreme Court decision. The so-called \u003ca href=\"https://calmatters.org/articles/companies-beg-for-relief-from-pro-labor-gig-worker-ruling/\" target=\"_blank\" rel=\"noopener\">Dynamex bill\u003c/a>, supported by organized labor and named for the court case, has made headlines for threatening on-demand business models made popular by the likes of Uber, DoorDash and Postmates.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Earlier this week, Lyft and Uber drivers caravaned across the state to show their support for the bill, \u003ca href=\"https://www.kqed.org/news/11770427/uber-lyft-drivers-rally-in-s-f-in-support-of-controversial-gig-employee-bill\">rallying\u003c/a> in front of Uber headquarters in San Francisco and calling for the right to unionize.\u003c/p>\n\u003cp>This Friday, the Senate Appropriations Committee is expected to decide whether the bill will advance further through the Legislature and face a vote on the Senate floor.\u003c/p>\n\u003cp>AB 5 could affect some 2 million workers in industries far from the so-called gig economy or the tech sector, from general contractors to \u003ca href=\"https://www.kqed.org/news/11737567/strippers-clash-over-employment-status-in-dueling-l-a-protests\" target=\"_blank\" rel=\"noopener\">strippers\u003c/a>. The proposed legislation would rewrite the rules not just for workers, but also for employers, like media outlets (including KQED), winemakers, private investigators or music schools.\u003c/p>\n\u003cp>“Does AB 5 have very wide repercussions? Yes, that’s what makes the negotiations very complicated,” said labor rights attorney Bill Sokol, who teaches employment law at San Francisco State University and is not a part of the negotiations.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>AB 5 has put Gov. Gavin Newsom, who wants to be viewed as an ally to both labor and tech, \u003ca href=\"https://www.sfchronicle.com/politics/article/Gavin-Newsom-dodges-taking-a-stand-on-14047109.php?psid=4CZ4T\" target=\"_blank\" rel=\"noopener\">in an awkward position.\u003c/a>\u003c/p>\n\u003cp>Opposing the bill are mainstream businesses that have banded together with some in the gig economy to wage an \u003ca href=\"https://imindependent.co/\" target=\"_blank\" rel=\"noopener\">“I’m Independent”\u003c/a> campaign against it.\u003c/p>\n\u003cp>Lobbying heavily in favor of the bill is organized labor, which wants to see gig economy workers get workplace protections, including the right to collective bargaining.\u003c/p>\n\u003cp>California has long led the nation on employment practices, and the Dynamex bill may be just the beginning as policymakers wrestle with updating labor codes for a changing workplace.\u003c/p>\n\u003cp>“Everything is up for grabs,” Sokol said. “There’s no way to predict who’s going to end up with what. But labor recognizes that the American workplace they have traditionally organized — those worker relationships — have changed, and the laws have not kept up with them.”\u003c/p>\n\u003ch3>What was the Dynamex decision all about?\u003c/h3>\n\u003cp>The state Supreme Court decision in \u003ca href=\"https://www.courts.ca.gov/opinions/archive/S222732.PDF\" target=\"_blank\" rel=\"noopener\">Dynamex Operations West, Inc. v. Superior Court of Los Angeles\u003c/a> dealt with a same-day courier service that, to save money, had converted all its employees into independent contractors. A former employee claimed the shift was a state Labor Code violation, and the litigation that ensued ended up reinterpreting how workers are classified. The ruling established a three-part test for certifying independent contractors.\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch4>The Dynamex ABC Test\u003cbr>\n\u003cbr>\u003c/h4>\n\u003cp>A) The worker is free from the control and direction of the hiring entity in connection with the performance of the work, both under the contract for the performance of the work and in fact; \u003cem>and\u003c/em>\u003c/p>\n\u003cp>B) The worker performs work that is outside the usual course of the hiring entity’s business; \u003cem>and\u003c/em>\u003c/p>\n\u003cp>C) The worker is customarily engaged in an independently established trade, occupation, or business of the same nature as the work performed for the hirer.\u003c/p>\n\u003c/aside>\n\u003cp>Even though the Dynamex decision is already law, labor representatives say many companies have been flouting it. AB 5 would ensure that workers would not have to file suit on a case-by-case basis to seek enforcement.\u003c/p>\n\u003cp>“There’s a whole bunch of things that they’re currently being cheated out of, frankly,” said Steve Smith with the Labor Federation. “With respect to Uber and Lyft, it’s the exploitation they subject their workers to on a daily basis. Many of these workers are not receiving minimum wage. They are misclassified as contractors when they actually should be considered employees, meaning there’s a whole host of benefits they’re not getting that they should get like everyone else.”\u003c/p>\n\u003cp>In steering more workers to employee status, the bill would force companies to offer basic worker protections that contractors don’t currently receive, such as guaranteed minimum wage, overtime pay, contributions to Social Security and Medicare, and unemployment and disability insurance. Those workers would also be eligible for workers’ compensation, sick and family leave and would be protected from discrimination at work, none of which are currently afforded to contractors.\u003c/p>\n\u003cp>“It’s a really important bill. States all over the country are watching to see what happens,” said Veena Dubal, a UC Hastings employment law professor, who spent several years representing San Francisco taxi drivers. “It’s pretty clear that most workers in the gig economy need labor and employment law protections under California law. … It’s vital that we have legal analysis that is clear both to businesses and workers so there’s less ambiguity.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "‘We have a huge group of individuals who really value their flexibility and control over their own schedule and I don’t think it has to be one or the other.’",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The state estimates it loses about \u003ca href=\"https://doc-0o-2c-apps-viewer.googleusercontent.com/viewer/secure/pdf/5kl0815j43d7pmccu5rm1nkdu5n97vtk/k78ohtjvmpriqu94toehk5vasugk1or8/1561398375000/gmail/12954669112312320069/ACFrOgCqTnPx2m9ygcyL_K7HjnqRWqbcoV4Y7z8aWyyKuEzX_tSdhj74hCCpDeNj8FN7h9FivoRreI\" target=\"_blank\" rel=\"noopener\">$7 billion\u003c/a> a year in payroll tax revenue due to worker misclassification — money that could be supporting schools, roads and other public services. And by avoiding unemployment insurance taxes and workers’ compensation premiums, businesses shift the burden to the state when workers get laid off, sick or injured on the job.\u003c/p>\n\u003cp>“These billion dollar companies can complain, but we have to ask ourselves as taxpayers: Should we subsidize their business by subsidizing their workers?” said Democratic Assemblywoman Lorena Gonzalez, a former labor organizer from San Diego who introduced the bill.\u003c/p>\n\u003cp>Gonzalez dismisses the idea, often touted by opponents, that Uber and Lyft will flee California if forced to reclassify their workers as employees. More likely, she predicts, Uber and Lyft will make the changes required by law because there’s a massive market for transporting individuals and goods in California, the fifth-largest economy in the world. And if they can’t swing it, then someone else will, she has said.\u003c/p>\n\u003ch3>Where do labor and business groups stand?\u003c/h3>\n\u003cfigure id=\"attachment_11769747\" class=\"wp-caption alignright\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11769747\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/DYNAMEX-GRAPHIC-1-800x1485.jpg\" alt=\"It's not just Uber and Lyft drivers whose jobs would be reclassified.\" width=\"800\" height=\"1485\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/DYNAMEX-GRAPHIC-1-800x1485.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/DYNAMEX-GRAPHIC-1-160x297.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/DYNAMEX-GRAPHIC-1-1020x1893.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/DYNAMEX-GRAPHIC-1-646x1200.jpg 646w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/DYNAMEX-GRAPHIC-1-1920x3564.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/DYNAMEX-GRAPHIC-1.jpg 1103w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">It’s not just Uber and Lyft drivers whose jobs would be reclassified. \u003ccite>(CALmatters)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Labor groups, led by the 2 million-member California Labor Federation, have united behind legislation. Their contention is that the gig economy has opened the door to mass exploitation of low-wage workers, a trend that is worsening income inequality.\u003c/p>\n\u003cp>But business advocates warn that the change would dramatically increase labor costs in California and have dire consequences for the state’s economy.\u003c/p>\n\u003cp>“We have a completely different economy,” said Jennifer Barrera, executive vice president of the California Chamber of Commerce. “We have a huge group of individuals who really value their flexibility and control over their own schedule and I don’t think it has to be one or the other.”\u003c/p>\n\u003cp>As for Uber and Lyft, the rideshare companies have sought compromise and held backchannel negotiations with the Teamsters and Service Employees International Union.\u003c/p>\n\u003cp>Their hope is to carve out a way to allow employers to grant some benefits without having to categorize workers as full employees.\u003c/p>\n\u003cp>In an \u003ca href=\"//www.sfchronicle.com/opinion/openforum/article/Open-Forum-Uber-Lyft-ready-to-do-our-part-for-13969843.php\">open letter\u003c/a>, Uber Chief Executive Dara Khosrowshahi and Lyft co-founders Logan Green and John Zimmer proposed maintaining their drivers’ freelance status but granting access to some employee benefits such as paid time off and retirement accounts. The executives, whose combined worth is over $1 billion, have also offered to form a new driver association to advocate for drivers’ interests.\u003c/p>\n\u003cp>“We are public companies that tens of millions of people rely on for mobility and work,” they wrote. “If there ever was a time for new policies, it’s now.”\u003c/p>\n\u003cfigure id=\"attachment_11770516\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11770516\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/RS38761__M6A2496-qut-1-800x502.jpg\" alt='Taking care of his mother and family, Uber and Lyft driver Malik Ali calls on Uber CEO Dara Khosrowshahi to help drivers keep a living wage. \"You see one driver but you don’t see the family behind. At least give us our share. I have to work every day, because of the strict rules for the driver, which is ripping us off. I can’t afford to miss days to pay my rent. They don’t see the family behind us.”' width=\"800\" height=\"502\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/RS38761__M6A2496-qut-1-800x502.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/RS38761__M6A2496-qut-1-160x100.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/RS38761__M6A2496-qut-1-1020x640.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/RS38761__M6A2496-qut-1-1200x753.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/RS38761__M6A2496-qut-1.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Taking care of his mother and family, Uber and Lyft driver Malik Ali calls on Uber CEO Dara Khosrowshahi to help drivers keep a living wage. “You see one driver but you don’t see the family behind. At least give us our share. I have to work every day, because of the strict rules for the driver, which is ripping us off. I can’t afford to miss days to pay my rent. They don’t see the family behind us.” \u003ccite>(Sruti Mamidanna/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>On the other side are drivers like 62-year-old Ann Glatt, who joined the \u003ca href=\"https://www.gigworkersrising.org/\">Gig Workers Rising\u003c/a> movement after noticing her share of fares declining over time with Lyft. She said she was lucky to make $700 a week and would like to see changes to how drivers like herself are categorized.\u003c/p>\n\u003cp>“Teachers are in unions. We’re not able to unionize because we’re independent contractors,” Glatt said.\u003c/p>\n\u003cp>She added that how companies describe their drivers can be misleading.\u003c/p>\n\u003cp>“Uber and Lyft are not transportation companies — they are platforms,” she said. “So that makes us customers and the passengers are the end user. But really it kinda just means Uber and Lyft are not responsible for basic labor standards for people.”\u003c/p>\n\u003cp>In a follow-up interview, Glatt said she stopped driving for Lyft because she wasn’t able to make ends meet.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003ch3>What about more traditional industries?\u003c/h3>\n\u003cp>The impact of the Dynamex court ruling has been felt far more broadly than many Californians had expected, and AB 5 ‘s impact could be similarly widespread.\u003c/p>\n\u003cp>Gonzalez said she’s heard from newspaper publishers who want to keep using freelance journalists and beauty salons that rely on nail technicians. Her bill has even rattled folks in the world of politics, because it would reclassify campaign workers as employees instead of contractors.\u003c/p>\n\u003cp>Weighing in against the new rules are also representatives of the construction and trucking industries.\u003c/p>\n\u003cp>Peter Tateishi, CEO of the Associated General Contractors of California, which represents construction firms, said the bill would disadvantage small businesses, including many women-owned and minority-owned shops, because the builders that have long hired them as subcontractors won’t be able to do so anymore.\u003c/p>\n\u003cp>The trucking industry has \u003ca href=\"https://www.truckinginfo.com/328560/lawsuit-challenging-california-independent-contractor-rule-dismissed\" target=\"_blank\" rel=\"noopener\">challenged\u003c/a> the Dynamex decision in federal court, arguing that federal laws governing motor carriers preempt the state test.\u003c/p>\n\u003cfigure id=\"attachment_11769749\" class=\"wp-caption alignright\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11769749\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/DYNAMEX-GRAPHIC-3-800x1665.jpg\" alt=\"Business interests are pressing for more exemptions to AB 5.\" width=\"800\" height=\"1665\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/DYNAMEX-GRAPHIC-3-800x1665.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/DYNAMEX-GRAPHIC-3-160x333.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/DYNAMEX-GRAPHIC-3-1020x2123.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/DYNAMEX-GRAPHIC-3-576x1200.jpg 576w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/DYNAMEX-GRAPHIC-3-1920x3997.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/DYNAMEX-GRAPHIC-3.jpg 984w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Business interests are pressing for more exemptions to AB 5. \u003ccite>(CALmatters)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Chris Shimoda, vice president of government affairs for the California Trucking Association, says trucking has long been a career option for those without advanced degrees. About 80% of drivers in the industry have a high school education or less, he said.\u003c/p>\n\u003cp>But under Dynamex’s rules, truck drivers who own their own $150,000 Class 8 heavy duty trucks may start finding it difficult to get work.\u003c/p>\n\u003cp>“We all agree there should be a pathway, especially for the blue-collar working class to rise up the economic ladder,” Shimoda said. “If there are specific things that have been abused, then what are those and how do we reconcile that through this bill?”\u003c/p>\n\u003ch3>Will some industries be exempt?\u003c/h3>\n\u003cp>Lawmakers and lobbyists are continuing to negotiate the details of the Dynamex bill. So far, Gonzalez has agreed to exempt doctors, insurance and real estate agents, hair stylists and barbers who hold a booth rental permit, dentists, architects, engineers and accountants out of the law.\u003c/p>\n\u003cp>But business interests are pressing for more exemptions. Barrera of CalChamber said the organization would also like to carve out licensed occupations like court reporters and family therapists.\u003c/p>\n\u003cp>While Gonzalez said she intends to sort through more requests, the exemptions will need to stop at some point.\u003c/p>\n\u003cp>“I have a driver’s license,” she said. “That doesn’t make me a business owner.”\u003c/p>\n\u003cp>\u003cem>KQED’s Matthew Green contributed reporting to this article.\u003c/em>\u003c/p>\n\u003cp>\u003cem>CALmatters.org is a nonprofit, nonpartisan media venture explaining California policies and politics.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "Uber, Lyft Drivers Rally in S.F. in Support of Controversial Gig Employee Bill",
"title": "Uber, Lyft Drivers Rally in S.F. in Support of Controversial Gig Employee Bill",
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"content": "\u003cp>Dozens of ride-service drivers rallied outside Uber headquarters in downtown San Francisco on Tuesday, urging lawmakers to pass controversial legislation that would classify them as employees.\u003c/p>\n\u003cp>[aside label=\"More on Dynamex\" tag=\"dynamex\"]\u003c/p>\n\u003cp>\u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201920200AB5\" target=\"_blank\" rel=\"noopener\">Assembly Bill 5\u003c/a> bill would make it hard for companies to classify workers as independent contractors and force them to offer basic worker protections such as guaranteed minimum wage, overtime pay, contributions to Social Security and Medicare. The so-called Dynamex bill, supported by organized labor and named for the court case, has made headlines for threatening on-demand business models made popular by the likes of Uber, Lyft, DoorDash and Postmates, \u003ca href=\"https://calmatters.org/economy/2019/06/california-dynamex-gig-worker-classification-independent-contractors-uber-lyft-strippers-truckers-freelancers/\" target=\"_blank\" rel=\"noopener\">CalMatters reported\u003c/a>.\u003c/p>\n\u003cp>Some of the protesters included Uber and Lyft drivers caravaning from Los Angeles to Sacramento, where the bill's fate will be decided on Friday.\u003c/p>\n\u003cp>One of them is Erica Mighetto, who drove down from Sacramento to join the caravan on its way up to the state Capitol. The pay for drivers on both platforms has gotten worse, she said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"Most of us can't afford to take a day off. We just want equal protections,\" Mighetto said. \"We're so isolated in our cars and part of the reason I'm here today is it's nice to see that there are people that are experiencing some of the hardships I'm experiencing.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Here are some more voices from the protests.\u003c/p>\n\u003cfigure id=\"attachment_11770522\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11770522\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/RS38760__M6A2476-qut-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38760__M6A2476-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38760__M6A2476-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38760__M6A2476-qut-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38760__M6A2476-qut-1200x800.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38760__M6A2476-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Jasmin Rosas, 20, drove from Azusa in Southern California to demand benefits for her mother, Ruby Villareal, who has been driving for Uber for two years. \"She's a single mother and works 12 hours a day and has to miss family things because she's working really hard,\" she said. \"She helps me pay for college and it's just right for her to get benefits.\" \u003ccite>(Sruti Mamidanna/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_11770531\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11770531\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/RS38767__M6A2538-qut-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38767__M6A2538-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38767__M6A2538-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38767__M6A2538-qut-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38767__M6A2538-qut-1200x800.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38767__M6A2538-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">For ride-share drivers Erica Mighetto (left), Wayne Anderson (center) and Joe Maienschein (right), the rally was also about bringing together the working community. \"We're so isolated in our cars and part of the reason I'm here today is that it's nice to see that there are people who are experiencing some of the hardships I'm experiencing,\" Mighetto said. \u003ccite>(Sruti Mamidanna/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_11770538\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11770538\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/RS38764__M6A2515-qut-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38764__M6A2515-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38764__M6A2515-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38764__M6A2515-qut-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38764__M6A2515-qut-1200x800.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38764__M6A2515-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Gary Branson works full time 60 hours a week and has been living out of his car for over a year because he can't afford to pay rent due to student loan debt. \"The caravan coming up here, I'm tearing up even now, just the fact that we're not alone. There's other people out here and maybe something good can come of this.\" \u003ccite>(Sruti Mamidanna/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_11770515\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11770515\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/RS38759__M6A2447-qut-800x607.jpg\" alt=\"\" width=\"800\" height=\"607\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38759__M6A2447-qut-800x607.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38759__M6A2447-qut-160x121.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38759__M6A2447-qut-1020x774.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38759__M6A2447-qut-1200x911.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38759__M6A2447-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Uber and Lyft drivers came from around California to rally at Uber headquarters in San Francisco before heading to Sacramento to push for controversial legislation that would classify them as employees. \u003ccite>(Sruti Mamidanna/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_11770566\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11770566\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/RS38813__M6A2518-qut-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38813__M6A2518-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38813__M6A2518-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38813__M6A2518-qut-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38813__M6A2518-qut-1200x800.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38813__M6A2518-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Uber and Lyft drivers rally outside Uber headquarters in support of Assembly Bill 5 to become classified employees and receive basic worker protections. \u003ccite>(Sruti Mamidanna/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\n",
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"excerpt": "The so-called Dynamex bill has made headlines for threatening on-demand business models made popular by the likes of Uber, Lyft, DoorDash and Postmates.",
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"title": "Uber, Lyft Drivers Rally in S.F. in Support of Controversial Gig Employee Bill | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Dozens of ride-service drivers rallied outside Uber headquarters in downtown San Francisco on Tuesday, urging lawmakers to pass controversial legislation that would classify them as employees.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201920200AB5\" target=\"_blank\" rel=\"noopener\">Assembly Bill 5\u003c/a> bill would make it hard for companies to classify workers as independent contractors and force them to offer basic worker protections such as guaranteed minimum wage, overtime pay, contributions to Social Security and Medicare. The so-called Dynamex bill, supported by organized labor and named for the court case, has made headlines for threatening on-demand business models made popular by the likes of Uber, Lyft, DoorDash and Postmates, \u003ca href=\"https://calmatters.org/economy/2019/06/california-dynamex-gig-worker-classification-independent-contractors-uber-lyft-strippers-truckers-freelancers/\" target=\"_blank\" rel=\"noopener\">CalMatters reported\u003c/a>.\u003c/p>\n\u003cp>Some of the protesters included Uber and Lyft drivers caravaning from Los Angeles to Sacramento, where the bill's fate will be decided on Friday.\u003c/p>\n\u003cp>One of them is Erica Mighetto, who drove down from Sacramento to join the caravan on its way up to the state Capitol. The pay for drivers on both platforms has gotten worse, she said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"Most of us can't afford to take a day off. We just want equal protections,\" Mighetto said. \"We're so isolated in our cars and part of the reason I'm here today is it's nice to see that there are people that are experiencing some of the hardships I'm experiencing.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Here are some more voices from the protests.\u003c/p>\n\u003cfigure id=\"attachment_11770522\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11770522\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/RS38760__M6A2476-qut-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38760__M6A2476-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38760__M6A2476-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38760__M6A2476-qut-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38760__M6A2476-qut-1200x800.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38760__M6A2476-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Jasmin Rosas, 20, drove from Azusa in Southern California to demand benefits for her mother, Ruby Villareal, who has been driving for Uber for two years. \"She's a single mother and works 12 hours a day and has to miss family things because she's working really hard,\" she said. \"She helps me pay for college and it's just right for her to get benefits.\" \u003ccite>(Sruti Mamidanna/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_11770531\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11770531\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/RS38767__M6A2538-qut-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38767__M6A2538-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38767__M6A2538-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38767__M6A2538-qut-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38767__M6A2538-qut-1200x800.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38767__M6A2538-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">For ride-share drivers Erica Mighetto (left), Wayne Anderson (center) and Joe Maienschein (right), the rally was also about bringing together the working community. \"We're so isolated in our cars and part of the reason I'm here today is that it's nice to see that there are people who are experiencing some of the hardships I'm experiencing,\" Mighetto said. \u003ccite>(Sruti Mamidanna/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_11770538\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11770538\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/RS38764__M6A2515-qut-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38764__M6A2515-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38764__M6A2515-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38764__M6A2515-qut-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38764__M6A2515-qut-1200x800.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38764__M6A2515-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Gary Branson works full time 60 hours a week and has been living out of his car for over a year because he can't afford to pay rent due to student loan debt. \"The caravan coming up here, I'm tearing up even now, just the fact that we're not alone. There's other people out here and maybe something good can come of this.\" \u003ccite>(Sruti Mamidanna/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_11770515\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11770515\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/RS38759__M6A2447-qut-800x607.jpg\" alt=\"\" width=\"800\" height=\"607\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38759__M6A2447-qut-800x607.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38759__M6A2447-qut-160x121.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38759__M6A2447-qut-1020x774.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38759__M6A2447-qut-1200x911.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38759__M6A2447-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Uber and Lyft drivers came from around California to rally at Uber headquarters in San Francisco before heading to Sacramento to push for controversial legislation that would classify them as employees. \u003ccite>(Sruti Mamidanna/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_11770566\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11770566\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/RS38813__M6A2518-qut-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38813__M6A2518-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38813__M6A2518-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38813__M6A2518-qut-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38813__M6A2518-qut-1200x800.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38813__M6A2518-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Uber and Lyft drivers rally outside Uber headquarters in support of Assembly Bill 5 to become classified employees and receive basic worker protections. \u003ccite>(Sruti Mamidanna/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\n\u003c/div>\u003c/p>",
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"slug": "reflecting-on-mass-shootings-bike-sharing-bumps-san-jose-jazz-summer-fest",
"title": "Reflecting on Mass Shootings, Bike-Sharing Bumps, San Jose Jazz Summer Fest",
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"headTitle": "Reflecting on Mass Shootings, Bike-Sharing Bumps, San Jose Jazz Summer Fest | KQED",
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"content": "\u003cp>\u003cb>Reflecting on Mass Shootings\u003cbr>\n\u003c/b>\u003cspan style=\"font-weight: 400\">America has spent the week in mourning after mass shootings in El Paso and Dayton claimed 31 lives in less than a day’s time. The town of Gilroy was already reeling from a shooting at its Garlic Festival a week earlier that claimed three lives. The FBI has opened domestic terrorism investigations into the Dayton and Gilroy shootings, saying that the suspected gunmen had explored “violent ideologies.” In El Paso, minutes before the gunman there opened fire in a crowded Walmart, killing 22 people, he had posted online a manifesto railing against immigrants and Mexicans. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">We hear from a retired military member who hails from Gilroy, one of the communities that is recovering from a deadly mass shooting. \u003c/span>\u003c/p>\n\u003cp>\u003cb>Guest:\u003c/b>\u003cspan style=\"font-weight: 400\"> \u003c/span>\u003c/p>\n\u003cul>\n\u003cli style=\"font-weight: 400\">\u003cspan style=\"font-weight: 400\"> Richard Ruiz, Major, USMC (Ret.)\u003c/span>\u003c/li>\n\u003c/ul>\n\u003cp>\u003cb>Bike-Sharing Program Hits Bumps\u003cbr>\n\u003c/b>\u003cspan style=\"font-weight: 400\">This week, the Metropolitan Transportation Commission said it will fine ride-hailing company Lyft $200,000 for not having enough of its shared bikes available to riders. Lyft is supposed to have a fleet of about 2,000 bikes at docking stations throughout San Francisco. But lately, riders have had a tough time getting their hands on the two-wheelers. In April, the company removed about half of its fleet after complaints over braking problems. And just last week, Lyft pulled its new electric-assist bikes off the streets after reports of some catching on fire. \u003c/span>\u003c/p>\n\u003cp>\u003cb>Guest:\u003c/b>\u003cspan style=\"font-weight: 400\"> \u003c/span>\u003c/p>\n\u003cul>\n\u003cli style=\"font-weight: 400\">\u003cspan style=\"font-weight: 400\"> Dan Brekke, reporter, KQED News\u003c/span>\u003c/li>\n\u003c/ul>\n\u003cp>\u003cspan style=\"font-weight: 400\"> \u003c/span>\u003cb>San Jose Jazz Summer Fest\u003cbr>\n\u003c/b>\u003cspan style=\"font-weight: 400\">This Friday, the San Jose Jazz Summer Fest kicks off performances by more than 100 acts spread over 14 stages. Headliners include R&B trio En Vogue and Grammy Award-winning vocalist Gregory Porter. Celebrating its 30th anniversary, the festival also highlights the global appeal of jazz, with artists hailing from Colombia, Japan and Sweden. And for the first time this year, festivalgoers can flock to a stage dedicated to up-and-coming artists redefining jazz with hip-hop, funk and soul rhythms and grooves. \u003c/span>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\"> \u003c/span>\u003cb>Guests:\u003c/b>\u003cspan style=\"font-weight: 400\"> \u003c/span>\u003c/p>\n\u003cul>\n\u003cli style=\"font-weight: 400\">\u003cspan style=\"font-weight: 400\">Brendan Rawson, executive director, San Jose Jazz \u003c/span>\u003c/li>\n\u003cli style=\"font-weight: 400\">\u003cspan style=\"font-weight: 400\">Marcus Shelby, bassist and composer \u003c/span>\u003c/li>\n\u003c/ul>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cb>Reflecting on Mass Shootings\u003cbr>\n\u003c/b>\u003cspan style=\"font-weight: 400\">America has spent the week in mourning after mass shootings in El Paso and Dayton claimed 31 lives in less than a day’s time. The town of Gilroy was already reeling from a shooting at its Garlic Festival a week earlier that claimed three lives. The FBI has opened domestic terrorism investigations into the Dayton and Gilroy shootings, saying that the suspected gunmen had explored “violent ideologies.” In El Paso, minutes before the gunman there opened fire in a crowded Walmart, killing 22 people, he had posted online a manifesto railing against immigrants and Mexicans. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">We hear from a retired military member who hails from Gilroy, one of the communities that is recovering from a deadly mass shooting. \u003c/span>\u003c/p>\n\u003cp>\u003cb>Guest:\u003c/b>\u003cspan style=\"font-weight: 400\"> \u003c/span>\u003c/p>\n\u003cul>\n\u003cli style=\"font-weight: 400\">\u003cspan style=\"font-weight: 400\"> Richard Ruiz, Major, USMC (Ret.)\u003c/span>\u003c/li>\n\u003c/ul>\n\u003cp>\u003cb>Bike-Sharing Program Hits Bumps\u003cbr>\n\u003c/b>\u003cspan style=\"font-weight: 400\">This week, the Metropolitan Transportation Commission said it will fine ride-hailing company Lyft $200,000 for not having enough of its shared bikes available to riders. Lyft is supposed to have a fleet of about 2,000 bikes at docking stations throughout San Francisco. But lately, riders have had a tough time getting their hands on the two-wheelers. In April, the company removed about half of its fleet after complaints over braking problems. And just last week, Lyft pulled its new electric-assist bikes off the streets after reports of some catching on fire. \u003c/span>\u003c/p>\n\u003cp>\u003cb>Guest:\u003c/b>\u003cspan style=\"font-weight: 400\"> \u003c/span>\u003c/p>\n\u003cul>\n\u003cli style=\"font-weight: 400\">\u003cspan style=\"font-weight: 400\"> Dan Brekke, reporter, KQED News\u003c/span>\u003c/li>\n\u003c/ul>\n\u003cp>\u003cspan style=\"font-weight: 400\"> \u003c/span>\u003cb>San Jose Jazz Summer Fest\u003cbr>\n\u003c/b>\u003cspan style=\"font-weight: 400\">This Friday, the San Jose Jazz Summer Fest kicks off performances by more than 100 acts spread over 14 stages. Headliners include R&B trio En Vogue and Grammy Award-winning vocalist Gregory Porter. Celebrating its 30th anniversary, the festival also highlights the global appeal of jazz, with artists hailing from Colombia, Japan and Sweden. And for the first time this year, festivalgoers can flock to a stage dedicated to up-and-coming artists redefining jazz with hip-hop, funk and soul rhythms and grooves. \u003c/span>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>If you use Lyft to get around, you might have heard your driver complain about the new surge pricing formula called Personal Power Zones. It was first introduced a year ago and fully rolled out this summer. Some drivers, like Lauren Swiger in Oakland, say it’s eating into their profits.\u003c/p>\n\u003cp>\"We actually jokingly call them personal poverty zones,\" Swiger says, \"because they haven't helped me at all.\"\u003c/p>\n\u003cp>[pullquote size='medium' align='right' citation=\"Lauren Swiger, Oakland Lyft driver\"]'To come up with all these creative ways to pay us even less, and then call it an improvement, it’s pretty insulting.'[/pullquote]\u003c/p>\n\u003cp>Swiger started driving five years ago and earlier this year joined \u003ca href=\"https://www.gigworkersrising.org/\" target=\"_blank\" rel=\"noopener\">Gig Workers Rising\u003c/a>, a group that advocates for changes in how Lyft and Uber treat drivers.\u003c/p>\n\u003cp>\"They don't want to pay us more,\" Swiger says. \"Their bottom line is to pay us less.\"\u003c/p>\n\u003cp>\u003ca href=\"https://help.lyft.com/hc/en-us/articles/115012926807-Personal-Power-Zones\" target=\"_blank\" rel=\"noopener\">Personal Power Zones\u003c/a> are a different way to calculate how much of a bonus drivers make during times and in places where Lyft says there are more riders than drivers. Before, drivers \u003ca href=\"https://help.lyft.com/hc/en-us/articles/115012926467\" target=\"_blank\" rel=\"noopener\">made bonuses\u003c/a> as a percentage — for instance, 40% more than they would earn on a regular ride. Now, with Personal Power Zones, drivers get a flat rate bonus instead.\u003c/p>\n\u003cp>So, for example, Swiger gets a $30 ride to San Francisco from Oakland. Instead of earning a 40% bonus — $12 — she’d now make whatever flat-rate bonus was in effect in the Personal Power Zone where she picked up the ride.\u003c/p>\n\u003cp>\"Sometimes it maxes out at $4,\" Swiger says. \"So $4 instead of $12 is obviously a ridiculous incentive.\"\u003c/p>\n\u003cfigure id=\"attachment_11765655\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11765655\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/RS38395_IMG_1980-1-qut-800x600.jpg\" alt=\"Lauren Swiger has been driving for Lyft for five years and says she's seen her earnings drop by about 50 percent.\" width=\"800\" height=\"600\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38395_IMG_1980-1-qut-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38395_IMG_1980-1-qut-160x120.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38395_IMG_1980-1-qut-1020x765.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38395_IMG_1980-1-qut-1200x900.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38395_IMG_1980-1-qut.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38395_IMG_1980-1-qut-1832x1374.jpg 1832w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38395_IMG_1980-1-qut-1376x1032.jpg 1376w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38395_IMG_1980-1-qut-1044x783.jpg 1044w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38395_IMG_1980-1-qut-632x474.jpg 632w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38395_IMG_1980-1-qut-536x402.jpg 536w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Lauren Swiger has been driving for Lyft for five years and says she's seen her earnings drop by about 50%. \u003ccite>(Sonja Hutson/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Lyft says that while drivers get lower bonuses, more drivers are getting bonuses. They say Personal Power Zones were designed to be more predictable, stable and equitable. But Swiger says the new system is costing her, and that she's seen her earnings drop about 50% over the past five years.\u003c/p>\n\u003cp>\"To come up with all these creative ways to pay us even less, and then call it an improvement, it’s pretty insulting,\" Swiger says.\u003c/p>\n\u003cp>Lyft says, on average, driver earnings across the country have increased over the last two years. Lyft calculates a driver's hourly pay in two ways:\u003c/p>\n\u003col>\n\u003cli>\u003cstrong>Time giving rides:\u003c/strong> This includes the time between when a driver accepts a ride to when they drop off a passenger. Nationwide, the average hourly earnings under this metric is $30.84, a 7.34% increase from two years ago, according to Lyft. This metric does not count time spent waiting for a ride request.\u003c/li>\n\u003cli>\u003cstrong>All online time:\u003c/strong> This includes all time that a driver is logged on to Lyft. They could be waiting for a ride request, driving to a Personal Power Zone or working on another app. Nationwide, the average hourly earnings under this metric is $16.29, a 9.33% increase from two years ago, according to Lyft.\u003c/li>\n\u003c/ol>\n\u003cp>Neither of these metrics include tips ($2.27 per hour), or expenses ($3 to $5 per hour), according to Lyft.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Tom White, a financial analyst studying Lyft at the financial services company D.A. Davidson, says the new system, along with other payment formula changes, \"generally resulted in drivers seeing their payouts reduced.\"\u003c/p>\n\u003cp>Because Lyft does not release raw driver earnings data, White's calculations are a little complicated. Let's try to break it down.\u003c/p>\n\u003cp>[aside label=\"More on Lyft and Gig Workers\" tag=\"lyft\"]\u003c/p>\n\u003cp>The total amount of money coming in from customers through fares is referred to as total bookings. Lyft takes a percentage of those bookings. That percentage is called a take rate.\u003c/p>\n\u003cp>White says Lyft's take rate is 8% higher than it was two years ago, so they're taking about 8% more money from total bookings. That has to largely be coming out of drivers' pockets, according to White.\u003c/p>\n\u003cp>Lyft argues the take rate is higher because it has introduced bikes and scooters. The company takes 100% of every fee for a scooter or bike rental since there's no driver to pay, which would drive up the overall take rate.\u003c/p>\n\u003cp>However, White says, bikes and scooters are still too small a part of Lyft's business to meaningfully affect the take rate.\u003c/p>\n\u003cp>White says the new payment model is an important step in the direction of profitability for a company that lost more than $900 million last year.\u003c/p>\n\u003cp>\"A couple of quarters of time has been bought, but you know investors won’t be patient forever,\" White says.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Swiger started driving five years ago and earlier this year joined \u003ca href=\"https://www.gigworkersrising.org/\" target=\"_blank\" rel=\"noopener\">Gig Workers Rising\u003c/a>, a group that advocates for changes in how Lyft and Uber treat drivers.\u003c/p>\n\u003cp>\"They don't want to pay us more,\" Swiger says. \"Their bottom line is to pay us less.\"\u003c/p>\n\u003cp>\u003ca href=\"https://help.lyft.com/hc/en-us/articles/115012926807-Personal-Power-Zones\" target=\"_blank\" rel=\"noopener\">Personal Power Zones\u003c/a> are a different way to calculate how much of a bonus drivers make during times and in places where Lyft says there are more riders than drivers. Before, drivers \u003ca href=\"https://help.lyft.com/hc/en-us/articles/115012926467\" target=\"_blank\" rel=\"noopener\">made bonuses\u003c/a> as a percentage — for instance, 40% more than they would earn on a regular ride. Now, with Personal Power Zones, drivers get a flat rate bonus instead.\u003c/p>\n\u003cp>So, for example, Swiger gets a $30 ride to San Francisco from Oakland. Instead of earning a 40% bonus — $12 — she’d now make whatever flat-rate bonus was in effect in the Personal Power Zone where she picked up the ride.\u003c/p>\n\u003cp>\"Sometimes it maxes out at $4,\" Swiger says. \"So $4 instead of $12 is obviously a ridiculous incentive.\"\u003c/p>\n\u003cfigure id=\"attachment_11765655\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11765655\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/RS38395_IMG_1980-1-qut-800x600.jpg\" alt=\"Lauren Swiger has been driving for Lyft for five years and says she's seen her earnings drop by about 50 percent.\" width=\"800\" height=\"600\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38395_IMG_1980-1-qut-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38395_IMG_1980-1-qut-160x120.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38395_IMG_1980-1-qut-1020x765.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38395_IMG_1980-1-qut-1200x900.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38395_IMG_1980-1-qut.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38395_IMG_1980-1-qut-1832x1374.jpg 1832w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38395_IMG_1980-1-qut-1376x1032.jpg 1376w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38395_IMG_1980-1-qut-1044x783.jpg 1044w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38395_IMG_1980-1-qut-632x474.jpg 632w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38395_IMG_1980-1-qut-536x402.jpg 536w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Lauren Swiger has been driving for Lyft for five years and says she's seen her earnings drop by about 50%. \u003ccite>(Sonja Hutson/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Lyft says that while drivers get lower bonuses, more drivers are getting bonuses. They say Personal Power Zones were designed to be more predictable, stable and equitable. But Swiger says the new system is costing her, and that she's seen her earnings drop about 50% over the past five years.\u003c/p>\n\u003cp>\"To come up with all these creative ways to pay us even less, and then call it an improvement, it’s pretty insulting,\" Swiger says.\u003c/p>\n\u003cp>Lyft says, on average, driver earnings across the country have increased over the last two years. Lyft calculates a driver's hourly pay in two ways:\u003c/p>\n\u003col>\n\u003cli>\u003cstrong>Time giving rides:\u003c/strong> This includes the time between when a driver accepts a ride to when they drop off a passenger. Nationwide, the average hourly earnings under this metric is $30.84, a 7.34% increase from two years ago, according to Lyft. This metric does not count time spent waiting for a ride request.\u003c/li>\n\u003cli>\u003cstrong>All online time:\u003c/strong> This includes all time that a driver is logged on to Lyft. They could be waiting for a ride request, driving to a Personal Power Zone or working on another app. Nationwide, the average hourly earnings under this metric is $16.29, a 9.33% increase from two years ago, according to Lyft.\u003c/li>\n\u003c/ol>\n\u003cp>Neither of these metrics include tips ($2.27 per hour), or expenses ($3 to $5 per hour), according to Lyft.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Tom White, a financial analyst studying Lyft at the financial services company D.A. Davidson, says the new system, along with other payment formula changes, \"generally resulted in drivers seeing their payouts reduced.\"\u003c/p>\n\u003cp>Because Lyft does not release raw driver earnings data, White's calculations are a little complicated. Let's try to break it down.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The total amount of money coming in from customers through fares is referred to as total bookings. Lyft takes a percentage of those bookings. That percentage is called a take rate.\u003c/p>\n\u003cp>White says Lyft's take rate is 8% higher than it was two years ago, so they're taking about 8% more money from total bookings. That has to largely be coming out of drivers' pockets, according to White.\u003c/p>\n\u003cp>Lyft argues the take rate is higher because it has introduced bikes and scooters. The company takes 100% of every fee for a scooter or bike rental since there's no driver to pay, which would drive up the overall take rate.\u003c/p>\n\u003cp>However, White says, bikes and scooters are still too small a part of Lyft's business to meaningfully affect the take rate.\u003c/p>\n\u003cp>White says the new payment model is an important step in the direction of profitability for a company that lost more than $900 million last year.\u003c/p>\n\u003cp>\"A couple of quarters of time has been bought, but you know investors won’t be patient forever,\" White says.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>The Metropolitan Transportation Commission is hitting Lyft with a penalty of nearly $200,000 for failing to keep an agreed-upon number of bicycles on the streets as part of its Bay Wheels bike-share program.\u003c/p>\n\u003cp>The penalty is mostly the result of Lyft’s decision in April to take electric-assist bikes out of service following reports of braking problems. The company made a similar move last week, when it withdrew a brand-new fleet of e-bikes after battery packs on four of the cycles caught fire.\u003c/p>\n\u003cp>Removing the bikes this spring meant the company was unable to deliver on its contractual obligation to provide a minimum number of bikes for riders in the five cities served by Bay Wheels, formerly called Ford GoBike: San Francisco, San Jose, Oakland, Berkeley and Emeryville.\u003c/p>\n\u003cp>In San Francisco, for instance, Lyft is obligated under a series of \u003ca href=\"https://assets.documentcloud.org/documents/6247994/Lyft-Bay-Wheels-Key-Performance-Indicators.pdf\" rel=\"noopener\" target=\"_blank\">key performance indicators\u003c/a> to continually provide about 1,800 bikes for shared use — 90 percent of its total city fleet of 2,000 or so two-wheelers.\u003c/p>\n\u003cp>To guarantee flexibility for riders, Lyft is also required under its MTC contract to ensure that both bicycles and dock space remain available throughout the bike-share network from 6 a.m. to 10 p.m. every day\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>When the braking issue emerged in April, Lyft removed about 1,000 e-bikes from service in San Francisco, cutting its fleet in the city by nearly half. The \u003ca href=\"https://www.sfchronicle.com/bayarea/article/Where-are-the-bikes-As-Lyft-and-SF-spar-in-14060137.php\" target=\"_blank\" rel=\"noopener\">widely remarked upon\u003c/a> result: a dramatic increase in the number of empty bike docking stations around the city.\u003c/p>\n\u003cp>The MTC says that for the three months between April 1 and June 30, bicycle availability in the Lyft/Bay Wheels network fell to 60 percent — far below the 90 percent requirement. The agency also recorded 2,632 instances, or about 30 a day on average, when Lyft violated the requirement to have bikes or docking space available in each cluster of stations throughout its service area.\u003c/p>\n\u003cp>Under its contract with the MTC, Lyft is liable for damages when it misses those targets or others, including ensuring that docking stations remain free from graffiti and responding promptly to phone and email queries.\u003c/p>\n\u003cp>The MTC says Lyft’s penalty for missing the bike availability targets totals $195,540. Violations of other key performance indicators — including $9,600 for 128 instances in which the company didn’t clean or remove litter from its docking stations as required — brought the total damages for the April-June quarter to $209,106.\u003c/p>\n\u003cp>In a statement Tuesday, Lyft acknowledged the penalty and said the violations grew out of a concern for customers who might have been endangered by its bikes’ braking problems.\u003c/p>\n\u003cp>“Putting rider safety first has reduced our bike availability, and we’ll certainly have to pay penalties for it — but we know it was the right thing to do,” the statement said.\u003c/p>\n\u003cp>The MTC’s calculations aside, it’s nearly certain that Lyft will pay just a fraction of the assessed damages. That’s because the penalty is capped at 4% of Bay Wheels membership revenue.\u003c/p>\n\u003cp>In 2018, the MTC assessed $356,732 in damages against the bike-share network, mostly for violations involving station cleaning, graffiti removal and bike availability.\u003c/p>\n\u003cp>But with the 4% revenue cap in place, the amount actually paid was $122,839, or a little less than one-third of the total penalty amount. \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The MTC distributed the fines to the five bike-share cities based on the number of violations that occurred in each. Oakland received $54,807, followed by San Francisco with $32,921; San Jose with $27,857; Berkeley, $6,339; and Emeryville, $915.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The Metropolitan Transportation Commission is hitting Lyft with a penalty of nearly $200,000 for failing to keep an agreed-upon number of bicycles on the streets as part of its Bay Wheels bike-share program.\u003c/p>\n\u003cp>The penalty is mostly the result of Lyft’s decision in April to take electric-assist bikes out of service following reports of braking problems. The company made a similar move last week, when it withdrew a brand-new fleet of e-bikes after battery packs on four of the cycles caught fire.\u003c/p>\n\u003cp>Removing the bikes this spring meant the company was unable to deliver on its contractual obligation to provide a minimum number of bikes for riders in the five cities served by Bay Wheels, formerly called Ford GoBike: San Francisco, San Jose, Oakland, Berkeley and Emeryville.\u003c/p>\n\u003cp>In San Francisco, for instance, Lyft is obligated under a series of \u003ca href=\"https://assets.documentcloud.org/documents/6247994/Lyft-Bay-Wheels-Key-Performance-Indicators.pdf\" rel=\"noopener\" target=\"_blank\">key performance indicators\u003c/a> to continually provide about 1,800 bikes for shared use — 90 percent of its total city fleet of 2,000 or so two-wheelers.\u003c/p>\n\u003cp>To guarantee flexibility for riders, Lyft is also required under its MTC contract to ensure that both bicycles and dock space remain available throughout the bike-share network from 6 a.m. to 10 p.m. every day\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>When the braking issue emerged in April, Lyft removed about 1,000 e-bikes from service in San Francisco, cutting its fleet in the city by nearly half. The \u003ca href=\"https://www.sfchronicle.com/bayarea/article/Where-are-the-bikes-As-Lyft-and-SF-spar-in-14060137.php\" target=\"_blank\" rel=\"noopener\">widely remarked upon\u003c/a> result: a dramatic increase in the number of empty bike docking stations around the city.\u003c/p>\n\u003cp>The MTC says that for the three months between April 1 and June 30, bicycle availability in the Lyft/Bay Wheels network fell to 60 percent — far below the 90 percent requirement. The agency also recorded 2,632 instances, or about 30 a day on average, when Lyft violated the requirement to have bikes or docking space available in each cluster of stations throughout its service area.\u003c/p>\n\u003cp>Under its contract with the MTC, Lyft is liable for damages when it misses those targets or others, including ensuring that docking stations remain free from graffiti and responding promptly to phone and email queries.\u003c/p>\n\u003cp>The MTC says Lyft’s penalty for missing the bike availability targets totals $195,540. Violations of other key performance indicators — including $9,600 for 128 instances in which the company didn’t clean or remove litter from its docking stations as required — brought the total damages for the April-June quarter to $209,106.\u003c/p>\n\u003cp>In a statement Tuesday, Lyft acknowledged the penalty and said the violations grew out of a concern for customers who might have been endangered by its bikes’ braking problems.\u003c/p>\n\u003cp>“Putting rider safety first has reduced our bike availability, and we’ll certainly have to pay penalties for it — but we know it was the right thing to do,” the statement said.\u003c/p>\n\u003cp>The MTC’s calculations aside, it’s nearly certain that Lyft will pay just a fraction of the assessed damages. That’s because the penalty is capped at 4% of Bay Wheels membership revenue.\u003c/p>\n\u003cp>In 2018, the MTC assessed $356,732 in damages against the bike-share network, mostly for violations involving station cleaning, graffiti removal and bike availability.\u003c/p>\n\u003cp>But with the 4% revenue cap in place, the amount actually paid was $122,839, or a little less than one-third of the total penalty amount. \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The MTC distributed the fines to the five bike-share cities based on the number of violations that occurred in each. Oakland received $54,807, followed by San Francisco with $32,921; San Jose with $27,857; Berkeley, $6,339; and Emeryville, $915.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003cstrong>Updated 4:35 p.m. Thursday \u003c/strong>\u003c/p>\n\u003cp>A Superior Court judge is siding with ride-service company Lyft in its legal battle with San Francisco transportation officials over the future of the city's shared rental-bike system.\u003c/p>\n\u003cp>Judge Ethan Schulman granted Lyft's request for a preliminary injunction barring the city from granting permits to about half a dozen other companies who want to operate dockless shared electric bikes.\u003c/p>\n\u003cp>In \u003ca href=\"https://assets.documentcloud.org/documents/6188873/Lyft-v-San-Francisco-Tentative-Ruling.pdf\" target=\"_blank\" rel=\"noopener\">a tentative ruling\u003c/a> made final Thursday afternoon, Schulman said that Lyft has been granted an exclusive right to operate a docked or dockless bike-share system using \"traditional\" pedal-powered bicycles under a contract negotiated by the Metropolitan Transportation Commission and approved by the city in 2015.\u003c/p>\n\u003cp>But the issue at the heart of the case is who will get to operate the next generation of shared rental bikes in the city -- electric-assist bicycles that can be docked either in street kiosks like the city's current system or locked anywhere else in the city.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The San Francisco Municipal Transportation Agency announced in April its intention to vastly expand the city's fleet of shared rental bikes, with an emphasis on the e-bikes. \u003c/p>\n\u003cp>The agency invited applications from new operators, a move that prompted the lawsuit from Lyft, which cited a contract provision that gives the company \"right of first offer\" to operate e-bikes in the city.\u003c/p>\n\u003cp>Judge Schulman agreed with the company, writing that the contract bars the city from soliciting e-bike operators unless it complies with Lyft's right of first offer.\u003c/p>\n\u003cp>The contract calls on the city to negotiate the terms of an e-bike program with Lyft. If the city and company are unable to reach an agreement within 90 days, then the city would have the right to solicit other bids -- a process in which Lyft would be entitled to participate.\u003c/p>\n\u003cp>Lyft has said it's ready to introduce 1,000 new \"hybrid\" e-bikes that can be docked in street kiosks or locked elsewhere. The new bikes, rebranded from Ford GoBike to Bay Wheels, have already been deployed in San Jose and Oakland.\u003c/p>\n\u003cp>Schulman's order allows the Municipal Transportation Agency to extend an 18-month pilot program that has permitted Uber-owned Jump to deploy 500 of its bright red e-bikes on the street. The Jump pilot may continue, the judge said, through the 90-day period in which Lyft will attempt to negotiate an e-bike agreement with the city. \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>San Francisco city attorney's spokesman John Coté said while his office doesn't agree with Schulman's order, \"We look forward to good-faith negotiations with Lyft to provide more stationless e-bikes going forward.\" \u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>Updated 4:35 p.m. Thursday \u003c/strong>\u003c/p>\n\u003cp>A Superior Court judge is siding with ride-service company Lyft in its legal battle with San Francisco transportation officials over the future of the city's shared rental-bike system.\u003c/p>\n\u003cp>Judge Ethan Schulman granted Lyft's request for a preliminary injunction barring the city from granting permits to about half a dozen other companies who want to operate dockless shared electric bikes.\u003c/p>\n\u003cp>In \u003ca href=\"https://assets.documentcloud.org/documents/6188873/Lyft-v-San-Francisco-Tentative-Ruling.pdf\" target=\"_blank\" rel=\"noopener\">a tentative ruling\u003c/a> made final Thursday afternoon, Schulman said that Lyft has been granted an exclusive right to operate a docked or dockless bike-share system using \"traditional\" pedal-powered bicycles under a contract negotiated by the Metropolitan Transportation Commission and approved by the city in 2015.\u003c/p>\n\u003cp>But the issue at the heart of the case is who will get to operate the next generation of shared rental bikes in the city -- electric-assist bicycles that can be docked either in street kiosks like the city's current system or locked anywhere else in the city.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The San Francisco Municipal Transportation Agency announced in April its intention to vastly expand the city's fleet of shared rental bikes, with an emphasis on the e-bikes. \u003c/p>\n\u003cp>The agency invited applications from new operators, a move that prompted the lawsuit from Lyft, which cited a contract provision that gives the company \"right of first offer\" to operate e-bikes in the city.\u003c/p>\n\u003cp>Judge Schulman agreed with the company, writing that the contract bars the city from soliciting e-bike operators unless it complies with Lyft's right of first offer.\u003c/p>\n\u003cp>The contract calls on the city to negotiate the terms of an e-bike program with Lyft. If the city and company are unable to reach an agreement within 90 days, then the city would have the right to solicit other bids -- a process in which Lyft would be entitled to participate.\u003c/p>\n\u003cp>Lyft has said it's ready to introduce 1,000 new \"hybrid\" e-bikes that can be docked in street kiosks or locked elsewhere. The new bikes, rebranded from Ford GoBike to Bay Wheels, have already been deployed in San Jose and Oakland.\u003c/p>\n\u003cp>Schulman's order allows the Municipal Transportation Agency to extend an 18-month pilot program that has permitted Uber-owned Jump to deploy 500 of its bright red e-bikes on the street. The Jump pilot may continue, the judge said, through the 90-day period in which Lyft will attempt to negotiate an e-bike agreement with the city. \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>San Francisco city attorney's spokesman John Coté said while his office doesn't agree with Schulman's order, \"We look forward to good-faith negotiations with Lyft to provide more stationless e-bikes going forward.\" \u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Uber and Lyft are campaigning hard in Sacramento to keep their California drivers classified as independent contractors, rather than as employees. And they're putting drivers at the center of the campaign: focusing on how the change might impact them and enlisting them to help make the case directly to lawmakers.\u003c/p>\n\u003cp>The California Supreme Court \u003ca href=\"https://www.kqed.org/news/11665688/state-high-court-ruling-could-have-big-impact-on-gig-firms\" target=\"_blank\" rel=\"noopener\">ruled in April 2018\u003c/a> that workers must meet three guidelines in order to be classified as independent contractors, also known as the ABC test. In \u003ca href=\"https://scocal.stanford.edu/opinion/dynamex-operations-west-inc-v-superior-court-34584\">\u003cem>Dynamex Operations West, Inc. v. Superior Court\u003c/em>\u003c/a>, the court ruled a worker can be considered a contractor only if:\u003c/p>\n\u003cul>\n\u003cli>A. The worker is free from the control and direction of the hirer in connection with the performance of the work.\u003c/li>\n\u003cli>B. The worker performs work that is outside the usual course of the hiring entity’s business.\u003c/li>\n\u003cli>C. The worker is customarily engaged in an independently established trade, occupation or business.\u003c/li>\n\u003c/ul>\n\u003cp>Uber and Lyft drivers likely do not meet those guidelines, and therefore should likely be classified as employees. However, they’re still being treated as contractors, because no one has challenged that practice in court.\u003c/p>\n\u003cp>[aside postID=\"news_11665688,news_11718822,news_11688603\" label=\"The Fight Over Gig Workers\"]A state bill, AB 5, currently making its way through the Legislature, would codify the court decision into law and make those guidelines enforceable.\u003c/p>\n\u003cp>\"Rather than sit and wait for 10 years for further uncertainty with employers and employees, we said let's take it, codify it and make sure everybody understands where they stand,\" said the bill's author, Assemblywoman Lorena Gonzalez, from southern San Diego.\u003c/p>\n\u003cp>These changes would mean a big financial hit for Lyft and Uber. If they start being required to classify their drivers as employees, they would have to pay for benefits like health care and workers compensation, as well as allow drivers to form unions.\u003c/p>\n\u003cp>\u003ca href=\"https://www.sfchronicle.com/opinion/openforum/article/Open-Forum-Uber-Lyft-ready-to-do-our-part-for-13969843.php\" target=\"_blank\" rel=\"noopener\">In a recent opinion piece in the San Francisco Chronicle\u003c/a>, Lyft and Uber executives Dara Khosrowshahi, Logan Green and John Zimmer made that financial argument, but also focused on the effects on drivers.\u003c/p>\n\u003cblockquote>\u003cp>\"Reclassification misses two important points: First, most drivers prefer freedom and flexibility to the forced schedules and rigid hourly shifts of traditional employment; and second, many drivers are supplementing income from other work. It’s also no secret that a change to the employment classification of ride-share drivers would pose a risk to our businesses.\"\u003c/p>\u003c/blockquote>\n\u003cp>They instead suggested that state lawmakers pass regulation requiring the companies to give drivers some of the benefits they would get as employees.\u003c/p>\n\u003cp>AB 5 and the Dynamex decision do not explicitly require companies to schedule shifts or limit hours.\u003c/p>\n\u003cp>\"It's a time-honored tactic in American politics, when companies are worried about the effect of regulations or changes in government policy on their bottom lines, to talk about the ways that they're responsible for employment and investment in their communities,\" said Alex Hertel-Fernandez, an assistant professor at Columbia University, who studies businesses' lobbying tactics. \"That makes them a lot more sympathetic than if you focus on the effects on profits or on the shareholders.\"\u003c/p>\n\u003cp>Uber and Lyft have been using drivers to push that message. Lyft sent an email to its drivers encouraging them to contact their local lawmaker. Uber sent a petition through the app opposing changes to drivers' classification. Drivers have also showed up to legislative hearings to argue against AB 5, often wearing shirts with the companies' logos on them.\u003c/p>\n\u003cp>Elizabeth — who only gave her first name at a state legislative hearing in February — was wearing a shirt saying “Uber Partner” when she testified.\u003c/p>\n\u003cp>\"I come up with my own hours,\" she said. \"I work 20 if I want to, and I work five if I want to. Nobody tells me when to come and go.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>But Hertel-Fernandez adds the tactic only works if the drivers trust the messages they’re getting from the companies.\u003c/p>\n\u003cp>\"This is a tricky line that employers have to tow,\" Hertel-Fernandez said. \"They want to convince their employees or at least persuade them to contact their elected officials and that often means putting together information that is more tilted towards what the employer wants. But if they appear too heavy handed I think it can turn employees off of the message they're trying to get out there.\"\u003c/p>\n\u003cp>[aside postID=\"news_11755553\"]In the email Lyft sent to its drivers, the company wrote: \"Legislators are considering changes that could cause Lyft to limit your hours and flexibility, resulting in scheduled shifts. We're advocating to protect your flexibility with Lyft, in addition to establishing an earnings minimum, offering protections and benefits, and giving drivers representation so you have a voice in the company.\"\u003c/p>\n\u003cp>Uber's petition also focused on driver flexibility. It reads: \"Recent changes to California law could threaten your access to flexible work with Uber. Unless lawmakers take action now to modernize the law, you could lose your ability to work with multiple apps and control when and where you work.\"\u003c/p>\n\u003cp>Uber and Lyft say they didn't coerce anyone into taking action, but many drivers are instead speaking out against being used as political lobbyists.\u003c/p>\n\u003cp>\"We don't need them to send vague misleading information to sign petitions against AB 5 through their app,\" said driver Rebecca Stack-Martinez at a rally this month outside Uber's headquarters. \"Drivers can speak for themselves.\"\u003c/p>\n\u003cp>After the Assembly passed AB 5 overwhelmingly, the measure is now making its way through the state Senate.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Uber and Lyft are campaigning hard in Sacramento to keep their California drivers classified as independent contractors, rather than as employees. And they're putting drivers at the center of the campaign: focusing on how the change might impact them and enlisting them to help make the case directly to lawmakers.\u003c/p>\n\u003cp>The California Supreme Court \u003ca href=\"https://www.kqed.org/news/11665688/state-high-court-ruling-could-have-big-impact-on-gig-firms\" target=\"_blank\" rel=\"noopener\">ruled in April 2018\u003c/a> that workers must meet three guidelines in order to be classified as independent contractors, also known as the ABC test. In \u003ca href=\"https://scocal.stanford.edu/opinion/dynamex-operations-west-inc-v-superior-court-34584\">\u003cem>Dynamex Operations West, Inc. v. Superior Court\u003c/em>\u003c/a>, the court ruled a worker can be considered a contractor only if:\u003c/p>\n\u003cul>\n\u003cli>A. The worker is free from the control and direction of the hirer in connection with the performance of the work.\u003c/li>\n\u003cli>B. The worker performs work that is outside the usual course of the hiring entity’s business.\u003c/li>\n\u003cli>C. The worker is customarily engaged in an independently established trade, occupation or business.\u003c/li>\n\u003c/ul>\n\u003cp>Uber and Lyft drivers likely do not meet those guidelines, and therefore should likely be classified as employees. However, they’re still being treated as contractors, because no one has challenged that practice in court.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>A state bill, AB 5, currently making its way through the Legislature, would codify the court decision into law and make those guidelines enforceable.\u003c/p>\n\u003cp>\"Rather than sit and wait for 10 years for further uncertainty with employers and employees, we said let's take it, codify it and make sure everybody understands where they stand,\" said the bill's author, Assemblywoman Lorena Gonzalez, from southern San Diego.\u003c/p>\n\u003cp>These changes would mean a big financial hit for Lyft and Uber. If they start being required to classify their drivers as employees, they would have to pay for benefits like health care and workers compensation, as well as allow drivers to form unions.\u003c/p>\n\u003cp>\u003ca href=\"https://www.sfchronicle.com/opinion/openforum/article/Open-Forum-Uber-Lyft-ready-to-do-our-part-for-13969843.php\" target=\"_blank\" rel=\"noopener\">In a recent opinion piece in the San Francisco Chronicle\u003c/a>, Lyft and Uber executives Dara Khosrowshahi, Logan Green and John Zimmer made that financial argument, but also focused on the effects on drivers.\u003c/p>\n\u003cblockquote>\u003cp>\"Reclassification misses two important points: First, most drivers prefer freedom and flexibility to the forced schedules and rigid hourly shifts of traditional employment; and second, many drivers are supplementing income from other work. It’s also no secret that a change to the employment classification of ride-share drivers would pose a risk to our businesses.\"\u003c/p>\u003c/blockquote>\n\u003cp>They instead suggested that state lawmakers pass regulation requiring the companies to give drivers some of the benefits they would get as employees.\u003c/p>\n\u003cp>AB 5 and the Dynamex decision do not explicitly require companies to schedule shifts or limit hours.\u003c/p>\n\u003cp>\"It's a time-honored tactic in American politics, when companies are worried about the effect of regulations or changes in government policy on their bottom lines, to talk about the ways that they're responsible for employment and investment in their communities,\" said Alex Hertel-Fernandez, an assistant professor at Columbia University, who studies businesses' lobbying tactics. \"That makes them a lot more sympathetic than if you focus on the effects on profits or on the shareholders.\"\u003c/p>\n\u003cp>Uber and Lyft have been using drivers to push that message. Lyft sent an email to its drivers encouraging them to contact their local lawmaker. Uber sent a petition through the app opposing changes to drivers' classification. Drivers have also showed up to legislative hearings to argue against AB 5, often wearing shirts with the companies' logos on them.\u003c/p>\n\u003cp>Elizabeth — who only gave her first name at a state legislative hearing in February — was wearing a shirt saying “Uber Partner” when she testified.\u003c/p>\n\u003cp>\"I come up with my own hours,\" she said. \"I work 20 if I want to, and I work five if I want to. Nobody tells me when to come and go.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>But Hertel-Fernandez adds the tactic only works if the drivers trust the messages they’re getting from the companies.\u003c/p>\n\u003cp>\"This is a tricky line that employers have to tow,\" Hertel-Fernandez said. \"They want to convince their employees or at least persuade them to contact their elected officials and that often means putting together information that is more tilted towards what the employer wants. But if they appear too heavy handed I think it can turn employees off of the message they're trying to get out there.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>In the email Lyft sent to its drivers, the company wrote: \"Legislators are considering changes that could cause Lyft to limit your hours and flexibility, resulting in scheduled shifts. We're advocating to protect your flexibility with Lyft, in addition to establishing an earnings minimum, offering protections and benefits, and giving drivers representation so you have a voice in the company.\"\u003c/p>\n\u003cp>Uber's petition also focused on driver flexibility. It reads: \"Recent changes to California law could threaten your access to flexible work with Uber. Unless lawmakers take action now to modernize the law, you could lose your ability to work with multiple apps and control when and where you work.\"\u003c/p>\n\u003cp>Uber and Lyft say they didn't coerce anyone into taking action, but many drivers are instead speaking out against being used as political lobbyists.\u003c/p>\n\u003cp>\"We don't need them to send vague misleading information to sign petitions against AB 5 through their app,\" said driver Rebecca Stack-Martinez at a rally this month outside Uber's headquarters. \"Drivers can speak for themselves.\"\u003c/p>\n\u003cp>After the Assembly passed AB 5 overwhelmingly, the measure is now making its way through the state Senate.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Uber and Lyft drivers denounced the companies' efforts to keep them classified as independent contractors, rather than employees, at a press conference Tuesday.\u003c/p>\n\u003cp>[aside label=\"More on ride-share companies\" tag=\"ride-sharing\"]\u003c/p>\n\u003cp>The California Supreme Court ruled last year that businesses must satisfy \u003ca href=\"https://scocal.stanford.edu/opinion/dynamex-operations-west-inc-v-superior-court-34584\" target=\"_blank\" rel=\"noopener\">three guidelines\u003c/a> to classify workers as contractors. The \u003cem>Dynamex Operations West, Inc. v. Superior Court \u003c/em>decision would make it much harder for Lyft and Uber to continue classifying their drivers as contractors.\u003c/p>\n\u003cp>Since then, there's been a battle in the state Capitol over who should be classified as contractors. Assemblymember Lorena Gonzalez authored \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201920200AB5\">AB 5\u003c/a>, which would codify that California Supreme Court decision.\u003c/p>\n\u003cp>Lyft and Uber have joined the I'm Independent Coalition, which is pushing for the legislature to suspend the application of the Dynamex ruling, and instead give independent contractors benefits like paid vacation days, a drivers association and more transparency on earnings.\u003c/p>\n\u003cp>\"Reclassification misses two important points: First, most drivers prefer freedom and flexibility to the forced schedules and rigid hourly shifts of traditional employment; and second, many drivers are supplementing income from other work,\" Uber and Lyft executives Dara Khosrowshahi, Logan Green and John Zimmer wrote in an \u003ca href=\"https://www.sfchronicle.com/opinion/openforum/article/Open-Forum-Uber-Lyft-ready-to-do-our-part-for-13969843.php\">op-ed\u003c/a> last week. \"It’s also no secret that a change to the employment classification of ride-share drivers would pose a risk to our businesses.\"\u003c/p>\n\u003cp>Some drivers, however, don't think that the companies will follow through on those promises.\u003c/p>\n\u003caside class=\"pullquote alignleft\">'They just haven't proven themselves and I just don't think that they're going to do anything for us. They're going to continue to do what they do for themselves.'\u003ccite>Annette Rivero, who drives for Lyft and Uber\u003c/cite>\u003c/aside>\n\u003cp>\"They've had how many years to figure that out,\" said Annette Rivero, who drives for Lyft and Uber primarily in San Jose. \"They just haven't proven themselves and I just don't think that they're going to do anything for us. They're going to continue to do what they do for themselves.\"\u003c/p>\n\u003cp>Lyft and Uber have reached out to their drivers, asking them to take action on the proposed changes.\u003c/p>\n\u003cp>Lyft sent an email to its drivers encouraging them to contact their local lawmaker. Uber sent a petition through the app opposing changes to drivers' classification.\u003c/p>\n\u003caside class=\"pullquote alignright\">'We don't need them to send vague misleading information to sign petitions against AB 5 through their app'\u003ccite>Rebecca Stack-Martinez, a ride-share driver\u003c/cite>\u003c/aside>\n\u003cp>\"We don't need them to send vague misleading information to sign petitions against AB 5 through their app,\" said driver Rebecca Stack-Martinez. \"Drivers can speak for themselves.\"\u003c/p>\n\u003cp>Uber said in a statement that drivers were not required to support the petition in order to access the app.\u003c/p>\n\u003cp>Stack-Martinez and other drivers plan to hold more protests through the summer as AB-5 makes its way through the state Senate.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Uber and Lyft drivers denounced the companies' efforts to keep them classified as independent contractors, rather than employees, at a press conference Tuesday.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The California Supreme Court ruled last year that businesses must satisfy \u003ca href=\"https://scocal.stanford.edu/opinion/dynamex-operations-west-inc-v-superior-court-34584\" target=\"_blank\" rel=\"noopener\">three guidelines\u003c/a> to classify workers as contractors. The \u003cem>Dynamex Operations West, Inc. v. Superior Court \u003c/em>decision would make it much harder for Lyft and Uber to continue classifying their drivers as contractors.\u003c/p>\n\u003cp>Since then, there's been a battle in the state Capitol over who should be classified as contractors. Assemblymember Lorena Gonzalez authored \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201920200AB5\">AB 5\u003c/a>, which would codify that California Supreme Court decision.\u003c/p>\n\u003cp>Lyft and Uber have joined the I'm Independent Coalition, which is pushing for the legislature to suspend the application of the Dynamex ruling, and instead give independent contractors benefits like paid vacation days, a drivers association and more transparency on earnings.\u003c/p>\n\u003cp>\"Reclassification misses two important points: First, most drivers prefer freedom and flexibility to the forced schedules and rigid hourly shifts of traditional employment; and second, many drivers are supplementing income from other work,\" Uber and Lyft executives Dara Khosrowshahi, Logan Green and John Zimmer wrote in an \u003ca href=\"https://www.sfchronicle.com/opinion/openforum/article/Open-Forum-Uber-Lyft-ready-to-do-our-part-for-13969843.php\">op-ed\u003c/a> last week. \"It’s also no secret that a change to the employment classification of ride-share drivers would pose a risk to our businesses.\"\u003c/p>\n\u003cp>Some drivers, however, don't think that the companies will follow through on those promises.\u003c/p>\n\u003caside class=\"pullquote alignleft\">'They just haven't proven themselves and I just don't think that they're going to do anything for us. They're going to continue to do what they do for themselves.'\u003ccite>Annette Rivero, who drives for Lyft and Uber\u003c/cite>\u003c/aside>\n\u003cp>\"They've had how many years to figure that out,\" said Annette Rivero, who drives for Lyft and Uber primarily in San Jose. \"They just haven't proven themselves and I just don't think that they're going to do anything for us. They're going to continue to do what they do for themselves.\"\u003c/p>\n\u003cp>Lyft and Uber have reached out to their drivers, asking them to take action on the proposed changes.\u003c/p>\n\u003cp>Lyft sent an email to its drivers encouraging them to contact their local lawmaker. Uber sent a petition through the app opposing changes to drivers' classification.\u003c/p>\n\u003caside class=\"pullquote alignright\">'We don't need them to send vague misleading information to sign petitions against AB 5 through their app'\u003ccite>Rebecca Stack-Martinez, a ride-share driver\u003c/cite>\u003c/aside>\n\u003cp>\"We don't need them to send vague misleading information to sign petitions against AB 5 through their app,\" said driver Rebecca Stack-Martinez. \"Drivers can speak for themselves.\"\u003c/p>\n\u003cp>Uber said in a statement that drivers were not required to support the petition in order to access the app.\u003c/p>\n\u003cp>Stack-Martinez and other drivers plan to hold more protests through the summer as AB-5 makes its way through the state Senate.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>For most companies, losing $1 billion in a quarter would be a big disappointment. But Uber's first report as a publicly traded company was better than it had warned investors to expect.\u003c/p>\n\u003cp>The ride-hailing and food-delivery giant brought in more than $3 billion in revenue in the first three months of 2019 — a 20% jump from the same quarter a year earlier.\u003c/p>\n\u003cp>[pullquote size='small' align='right' citation='Uber CEO Dara Khosrowshahi']'\"The competition is going to be more healthy. It's going to be based on brand and product and technology, which we think is the right way to compete, versus throwing money at the problem.'[/pullquote]Before going public earlier this month, Uber had told investors to be prepared for an even larger loss in the first quarter. Now, it's telling them it expects the price-cutting competition that has hurt its profits to ease up soon.\u003c/p>\n\u003cp>Uber has burned through money for years by spending heavily on growth — offering financial incentives to attract new riders and drivers, and taking on the costs of expanding into new markets around the world. So far, that growth has never translated into profits.\u003c/p>\n\u003cp>Uber's IPO earlier in May \u003ca href=\"https://www.npr.org/2019/05/09/721746910/at-82-billion-ubers-market-debut-to-be-the-biggest-in-five-years\">did not go well\u003c/a>. Despite pricing its shares relatively conservatively, at least compared with early expectations, the company saw its stock drop immediately, and it finished day one lower than it started. Since then, Uber shares have never sold at the value set for the initial offering.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Still, Wall Street liked what it saw in Uber's first earnings report. Its stock was up more than 1% in early trading Friday.\u003c/p>\n\u003cp>[aside tag='ride-sharing' label='More Coverage of the Ride-Sharing Economy']Uber's earnings report shows the company continues to expand rapidly, especially in Uber Eats, its food delivery branch. In South America, however, the company saw revenue shrink as it faces intense competition from rival Didi.\u003c/p>\n\u003cp>In the U.S., meanwhile, Uber is facing off with its smaller competitor Lyft.\u003c/p>\n\u003cp>Around the world, competition in ride-hailing is driving down prices and contributing to Uber's losses. In the earnings call on Thursday, Uber CEO Dara Khosrowshahi said he expects Uber and Lyft, at least, will be easing off their price-slashing battle soon.\u003c/p>\n\u003cp>\"The competition is going to be more healthy,\" he said. \"It's going to be based on brand and product and technology, which we think is the right way to compete, versus throwing money at the problem.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>He also acknowledged that Uber has faced headwinds in the U.S. due in part to the tremendous damage to the brand over the past few years — marked by sexual harassment allegations, reports of illegal business practices, data breaches and other scandals.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Before going public earlier this month, Uber had told investors to be prepared for an even larger loss in the first quarter. Now, it's telling them it expects the price-cutting competition that has hurt its profits to ease up soon.\u003c/p>\n\u003cp>Uber has burned through money for years by spending heavily on growth — offering financial incentives to attract new riders and drivers, and taking on the costs of expanding into new markets around the world. So far, that growth has never translated into profits.\u003c/p>\n\u003cp>Uber's IPO earlier in May \u003ca href=\"https://www.npr.org/2019/05/09/721746910/at-82-billion-ubers-market-debut-to-be-the-biggest-in-five-years\">did not go well\u003c/a>. Despite pricing its shares relatively conservatively, at least compared with early expectations, the company saw its stock drop immediately, and it finished day one lower than it started. Since then, Uber shares have never sold at the value set for the initial offering.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "Uber's Eye-Popping IPO Approaches. Is it Really Worth $90 Billion?",
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"content": "\u003cp>Uber will go public on Friday in a highly anticipated initial public offering that will be the largest since 2014 — and one of the biggest in U.S. history.\u003c/p>\n\u003cp>After speculation that the ride-hailing company could be valued at as high as $120 billion, Uber is now targeting a valuation of $80 billion to $90 billion. At the same time, it has never made a profit — and has instead been burning through cash at a prodigious rate.\u003c/p>\n\u003cp>[aside label=\"More Uber IPO coverage\" tag=\"ipo\"]\u003c/p>\n\u003cp>Uber has grown massively in the decade since its founding and has footprints around the world. Its wild success has made Uber a household name — not just synonymous with ride-hailing but shorthand for any app that offers a service on demand: \"Uber, but for laundry,\" \"Uber, but for dog-walking.\"\u003c/p>\n\u003cp>And these days, Uber itself is the Uber for a lot more than ride-hailing. Uber Eats is Uber, but for \u003ca href=\"https://www.npr.org/sections/thesalt/2018/10/23/658436657/ubers-online-only-restaurants-the-future-or-the-end-of-dining-out\">takeout\u003c/a>. Uber Freight is Uber, but for shipping. Jump is Uber, but for electric bikes and scooters.\u003c/p>\n\u003cp>\"This is a company that's fighting a lot of battles on a lot of fronts,\" says Tom White, an analyst at D.A. Davidson.\u003c/p>\n\u003cp>It has been expensive for Uber to expand into all those new markets. And the company has burned through money while keeping rates low to compete with its numerous rivals.\u003c/p>\n\u003cp>Uber has mastered the art of rapid growth. But how can it pivot to become a profitable company?\u003c/p>\n\u003cp>\"That's the $100 billion question,\" says Ygal Arounian, an equity analyst at Wedbush Securities.\u003c/p>\n\u003cp>\"Uber is losing money, and you have to have a little bit of a vision to see them taking that revenue and start turning it into profit,\" he says.\u003c/p>\n\u003cp>Both Arounian and White are optimistic about Uber's chances — eventually.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Uber has sheer scale on its side, giving it a balance sheet that will let it wait out competitors. And once rivals have dropped out or consolidated, Uber can stop spending so much on discounts and coupons (thus effectively raising prices for users) and start bringing in more money.\u003c/p>\n\u003cp>Arounian also notes that there's an advantage to being the Uber for everything. If drivers work for multiple Uber platforms — for example, for ride-hailing and for Uber Eats — they can fill a day more efficiently.\u003c/p>\n\u003cp>\"During peak driving times, that driver is picking people up and dropping them off,\" Arounian says. \"Lunchtime kicks in — they're dropping off food. Switch back on during the evening rush hour to drop people off, and then they could do dinner.\"\u003c/p>\n\u003cp>That gives Uber an edge over companies that offer just one service. Cut some expenses, find a way to spend less on insurance, eventually roll out self-driving cars, and you may have a recipe for profits, Arounian says.\u003c/p>\n\u003cp>There's reason to be skeptical. To make this recipe work, Uber has to crush a small army of competitors. And when it comes to self-driving cars, there are huge obstacles, including not just technical challenges but also a maze of regulatory hurdles.\u003c/p>\n\u003cp>Analysts who believe in Uber's future profits emphasize that they're talking about the long term.\u003c/p>\n\u003cp>In the meantime, aside from the minor detail that it burns billions of dollars each year, Uber has other challenges.\u003c/p>\n\u003cp>Drivers have complained about their pay. On Wednesday, drivers \u003ca href=\"https://www.npr.org/2019/05/08/721333408/uber-and-lyft-drivers-are-striking-and-call-on-passengers-to-boycott\">went on strike \u003c/a>and protested in cities across the United States.\u003c/p>\n\u003cp>James Hicks was on strike in Los Angeles. He noted that Uber recently cut driver per-mile pay by 25% in that city.\u003c/p>\n\u003cp>\"My main concern is making sure that each and every individual driver makes enough money to put food on the table, to pay the bills,\" Hicks said, standing at the protest at Los Angeles International Airport.\u003c/p>\n\u003cp>And some drivers have called to be treated like employees, \u003ca href=\"https://www.npr.org/sections/thetwo-way/2015/06/17/415262801/california-labor-commission-rules-uber-driver-is-an-employee-not-a-contractor\">not contractors\u003c/a>, which would hurt Uber financially.\u003c/p>\n\u003cp>Then there is Uber's dented brand. The company was long famous for openly flouting laws. Its corporate culture was toxic. Women who worked at Uber have reported rampant \u003ca href=\"https://www.npr.org/sections/thetwo-way/2017/06/06/531806891/uber-fires-20-employees-after-sexual-harassment-claim-investigation\">sexual harassment\u003c/a>.\u003c/p>\n\u003cp>Uber \u003ca href=\"https://www.npr.org/sections/alltechconsidered/2017/06/21/533791446/after-ceo-resignation-is-uber-kalanick-less-or-kalanick-free\">ousted co-founder Travis Kalanick\u003c/a> as CEO and replaced him with \u003ca href=\"https://www.npr.org/sections/thetwo-way/2017/08/27/546621735/uber-picks-new-ceo-expedias-dara-khosrowshahi\">Dara Khosrowshahi\u003c/a>, who has been tasked with cleaning up shop — and, with some of Uber's reputation restored, taking the company public.\u003c/p>\n\u003cp>As the IPO approaches, Uber has tempered expectations slightly. Lyft's IPO in March is a bit of a cautionary tale.\u003c/p>\n\u003cp>Uber's smaller ride-sharing rival set an ambitious price for its shares. After an initial pop, Lyft's stock slid dramatically. It has dropped nearly 30% from its IPO price.\u003c/p>\n\u003cp>As Uber prepares to follow Lyft into the stock market, it's \u003cem>not\u003c/em> aiming for a $120 billion valuation, like some analysts had previously floated.\u003c/p>\n\u003cp>Still, with a total value of $80 billion to $90 billion, this will be the largest IPO in five years.\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2019 NPR. To see more, visit https://www.npr.org.\u003cimg src=\"https://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=Uber%27s+Eye-Popping+IPO+Approaches.+Is+It+Really+Worth+%2490+Billion%3F&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Uber will go public on Friday in a highly anticipated initial public offering that will be the largest since 2014 — and one of the biggest in U.S. history.\u003c/p>\n\u003cp>After speculation that the ride-hailing company could be valued at as high as $120 billion, Uber is now targeting a valuation of $80 billion to $90 billion. At the same time, it has never made a profit — and has instead been burning through cash at a prodigious rate.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Uber has grown massively in the decade since its founding and has footprints around the world. Its wild success has made Uber a household name — not just synonymous with ride-hailing but shorthand for any app that offers a service on demand: \"Uber, but for laundry,\" \"Uber, but for dog-walking.\"\u003c/p>\n\u003cp>And these days, Uber itself is the Uber for a lot more than ride-hailing. Uber Eats is Uber, but for \u003ca href=\"https://www.npr.org/sections/thesalt/2018/10/23/658436657/ubers-online-only-restaurants-the-future-or-the-end-of-dining-out\">takeout\u003c/a>. Uber Freight is Uber, but for shipping. Jump is Uber, but for electric bikes and scooters.\u003c/p>\n\u003cp>\"This is a company that's fighting a lot of battles on a lot of fronts,\" says Tom White, an analyst at D.A. Davidson.\u003c/p>\n\u003cp>It has been expensive for Uber to expand into all those new markets. And the company has burned through money while keeping rates low to compete with its numerous rivals.\u003c/p>\n\u003cp>Uber has mastered the art of rapid growth. But how can it pivot to become a profitable company?\u003c/p>\n\u003cp>\"That's the $100 billion question,\" says Ygal Arounian, an equity analyst at Wedbush Securities.\u003c/p>\n\u003cp>\"Uber is losing money, and you have to have a little bit of a vision to see them taking that revenue and start turning it into profit,\" he says.\u003c/p>\n\u003cp>Both Arounian and White are optimistic about Uber's chances — eventually.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Uber has sheer scale on its side, giving it a balance sheet that will let it wait out competitors. And once rivals have dropped out or consolidated, Uber can stop spending so much on discounts and coupons (thus effectively raising prices for users) and start bringing in more money.\u003c/p>\n\u003cp>Arounian also notes that there's an advantage to being the Uber for everything. If drivers work for multiple Uber platforms — for example, for ride-hailing and for Uber Eats — they can fill a day more efficiently.\u003c/p>\n\u003cp>\"During peak driving times, that driver is picking people up and dropping them off,\" Arounian says. \"Lunchtime kicks in — they're dropping off food. Switch back on during the evening rush hour to drop people off, and then they could do dinner.\"\u003c/p>\n\u003cp>That gives Uber an edge over companies that offer just one service. Cut some expenses, find a way to spend less on insurance, eventually roll out self-driving cars, and you may have a recipe for profits, Arounian says.\u003c/p>\n\u003cp>There's reason to be skeptical. To make this recipe work, Uber has to crush a small army of competitors. And when it comes to self-driving cars, there are huge obstacles, including not just technical challenges but also a maze of regulatory hurdles.\u003c/p>\n\u003cp>Analysts who believe in Uber's future profits emphasize that they're talking about the long term.\u003c/p>\n\u003cp>In the meantime, aside from the minor detail that it burns billions of dollars each year, Uber has other challenges.\u003c/p>\n\u003cp>Drivers have complained about their pay. On Wednesday, drivers \u003ca href=\"https://www.npr.org/2019/05/08/721333408/uber-and-lyft-drivers-are-striking-and-call-on-passengers-to-boycott\">went on strike \u003c/a>and protested in cities across the United States.\u003c/p>\n\u003cp>James Hicks was on strike in Los Angeles. He noted that Uber recently cut driver per-mile pay by 25% in that city.\u003c/p>\n\u003cp>\"My main concern is making sure that each and every individual driver makes enough money to put food on the table, to pay the bills,\" Hicks said, standing at the protest at Los Angeles International Airport.\u003c/p>\n\u003cp>And some drivers have called to be treated like employees, \u003ca href=\"https://www.npr.org/sections/thetwo-way/2015/06/17/415262801/california-labor-commission-rules-uber-driver-is-an-employee-not-a-contractor\">not contractors\u003c/a>, which would hurt Uber financially.\u003c/p>\n\u003cp>Then there is Uber's dented brand. The company was long famous for openly flouting laws. Its corporate culture was toxic. Women who worked at Uber have reported rampant \u003ca href=\"https://www.npr.org/sections/thetwo-way/2017/06/06/531806891/uber-fires-20-employees-after-sexual-harassment-claim-investigation\">sexual harassment\u003c/a>.\u003c/p>\n\u003cp>Uber \u003ca href=\"https://www.npr.org/sections/alltechconsidered/2017/06/21/533791446/after-ceo-resignation-is-uber-kalanick-less-or-kalanick-free\">ousted co-founder Travis Kalanick\u003c/a> as CEO and replaced him with \u003ca href=\"https://www.npr.org/sections/thetwo-way/2017/08/27/546621735/uber-picks-new-ceo-expedias-dara-khosrowshahi\">Dara Khosrowshahi\u003c/a>, who has been tasked with cleaning up shop — and, with some of Uber's reputation restored, taking the company public.\u003c/p>\n\u003cp>As the IPO approaches, Uber has tempered expectations slightly. Lyft's IPO in March is a bit of a cautionary tale.\u003c/p>\n\u003cp>Uber's smaller ride-sharing rival set an ambitious price for its shares. After an initial pop, Lyft's stock slid dramatically. It has dropped nearly 30% from its IPO price.\u003c/p>\n\u003cp>As Uber prepares to follow Lyft into the stock market, it's \u003cem>not\u003c/em> aiming for a $120 billion valuation, like some analysts had previously floated.\u003c/p>\n\u003cp>Still, with a total value of $80 billion to $90 billion, this will be the largest IPO in five years.\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2019 NPR. To see more, visit https://www.npr.org.\u003cimg src=\"https://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=Uber%27s+Eye-Popping+IPO+Approaches.+Is+It+Really+Worth+%2490+Billion%3F&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
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"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
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"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
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"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
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"tagline": "Politics from a personal perspective",
"info": "Political Breakdown is a new series that explores the political intersection of California and the nation. Each week hosts Scott Shafer and Marisa Lagos are joined with a new special guest to unpack politics -- with personality — and offer an insider’s glimpse at how politics happens.",
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"possible": {
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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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"info": "Each weekday, host Marco Werman and his team of producers bring you the world's most interesting stories in an hour of radio that reminds us just how small our planet really is.",
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},
"radiolab": {
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"info": "A two-time Peabody Award-winner, Radiolab is an investigation told through sounds and stories, and centered around one big idea. In the Radiolab world, information sounds like music and science and culture collide. Hosted by Jad Abumrad and Robert Krulwich, the show is designed for listeners who demand skepticism, but appreciate wonder. WNYC Studios is the producer of other leading podcasts including Freakonomics Radio, Death, Sex & Money, On the Media and many more.",
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},
"reveal": {
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"info": "Created by The Center for Investigative Reporting and PRX, Reveal is public radios first one-hour weekly radio show and podcast dedicated to investigative reporting. Credible, fact based and without a partisan agenda, Reveal combines the power and artistry of driveway moment storytelling with data-rich reporting on critically important issues. The result is stories that inform and inspire, arming our listeners with information to right injustices, hold the powerful accountable and improve lives.Reveal is hosted by Al Letson and showcases the award-winning work of CIR and newsrooms large and small across the nation. In a radio and podcast market crowded with choices, Reveal focuses on important and often surprising stories that illuminate the world for our listeners.",
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"officialWebsiteLink": "https://www.revealnews.org/episodes/",
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},
"rightnowish": {
"id": "rightnowish",
"title": "Rightnowish",
"tagline": "Art is where you find it",
"info": "Rightnowish digs into life in the Bay Area right now… ish. Journalist Pendarvis Harshaw takes us to galleries painted on the sides of liquor stores in West Oakland. We'll dance in warehouses in the Bayview, make smoothies with kids in South Berkeley, and listen to classical music in a 1984 Cutlass Supreme in Richmond. Every week, Pen talks to movers and shakers about how the Bay Area shapes what they create, and how they shape the place we call home.",
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},
"science-friday": {
"id": "science-friday",
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"info": "Science Friday is a weekly science talk show, broadcast live over public radio stations nationwide. Each week, the show focuses on science topics that are in the news and tries to bring an educated, balanced discussion to bear on the scientific issues at hand. Panels of expert guests join host Ira Flatow, a veteran science journalist, to discuss science and to take questions from listeners during the call-in portion of the program.",
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