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"content": "\u003cp>\u003cem>Updated 2 p.m.\u003c/em>\u003c/p>\n\u003cp>Ahead of Uber's initial public offering, drivers for Uber, Lyft and other ride-service companies plan to strike, turning off the apps as they flex their collective muscles to say: What about us?\u003c/p>\n\u003cp>Drivers in 10 cities across the country are taking action on Wednesday to draw attention to what they say are decreasing wages for drivers and a distressing lack of job security — and some are calling on passengers to temporarily boycott the ride-hailing services, too.\u003c/p>\n\u003cp>About 200 drivers and supporters protested outside Uber headquarters in San Francisco, carrying signs and chanting, “Drivers united will never be defeated.” Passing drivers honked their horns in support before protesters spilled onto Market Street, blocking traffic.\u003c/p>\n\u003cp>The Bay Area-based group Gig Workers Rising, which describes itself as \"a community of app and platform workers coming together to improve our work and livelihoods,\" called for a 12-hour \"app shut-off\" for drivers and a strike in San Francisco starting at noon.\u003c/p>\n\u003cp>Oakland resident Stephen Phillips, who has driven for Uber and Lyft for four years, turned his app off and held a sign in front of Uber headquarters that said, “Our actual earnings are half what they were 4 years ago.”\u003c/p>\n\u003cp>He said drivers are flocking to San Francisco for work.\u003c/p>\n\u003cp>“Drivers are coming from all over the state, from Modesto, Sacramento, L.A., San Diego,\" Phillips said. \"And they’re driving here and they’re sleeping in their cars because they can make so much more money here than they can where they come from. Many, many, many of them are very aware the companies have been treating us unfairly. There’s a very big awareness of that.”\u003c/p>\n\u003cp>https://twitter.com/Steph_Lister_7/status/1126200496039940097\u003c/p>\n\u003cp>Uber driver Gabriel Ets-Hokin said the real danger with the company is that it built its business by fragmenting workers and slashing their pay below livable rates.\u003c/p>\n\u003cp>“What will society look like when this model is exported to other industries?” he asked.\u003c/p>\n\u003cp>Erica Mighetto said she drives to San Francisco from Sacramento to try to make money driving for Lyft. She took the job because her dad has diabetes and she‘s the primary caregiver. But she said she now has to drive 60 hours a week to pay the bills.\u003c/p>\n\u003cp>https://twitter.com/SamWHarnett/status/1126213122228809728\u003c/p>\n\u003cp>Among the \u003ca href=\"https://drivers-united.org/strike\">drivers' demands in Los Angeles \u003c/a>are a 10% cap on commissions taken by Uber and Lyft, hourly minimum pay and fare breakdowns on passenger receipts that show the companies' take. New York drivers \u003ca href=\"http://www.nytwa.org/home/2019/5/7/nyc-is-strike-ready-tomorrow-uber-lyft-juno-via-apps-off-7am-9am\">are demanding\u003c/a> an end to sudden account deactivations and the right to appeal through the courts.\u003c/p>\n\u003cp>The strike was spearheaded by \u003ca href=\"https://drivers-united.org/\">Rideshare Drivers United\u003c/a>, a Los Angeles-based association of drivers. And the group is asking for the support of would-be passengers.\u003c/p>\n\u003cp>\"We ask that the public support drivers in their struggle for fair wages and our Drivers bill of rights,\" spokesman Brian Dolber said in an email to NPR. \"We are calling for community standards that will ensure that Uber and Lyft do not create needless traffic and pollution. By boycotting Uber/Lyft for 24 hours, passengers can show that they stand with RDU in our fight for a rideshare industry that truly serves Angelenos.\"\u003c/p>\n\u003cp>When companies go public, it usually means big money for executives and sometimes nice payouts for employees. San Francisco's housing market has been bracing for the \u003ca href=\"https://www.nytimes.com/2019/03/07/style/uber-ipo-san-francisco-rich.html\">thousands\u003c/a> of newly minted millionaires spawned by four major IPOs this spring.\u003c/p>\n\u003cp>Uber's valuation could be as high as \u003ca href=\"https://www.nytimes.com/2019/04/26/technology/uber-ipo-valuation-price-range.html?module=inline\">$91 billion\u003c/a> when trading begins, which would place it among the top three most valuable firms to ever debut on a U.S. exchange. Co-founder and former CEO Travis Kalanick's stake may be worth \u003ca href=\"https://www.nytimes.com/2019/05/05/business/dealbook/uber-ipo.html\">as much as\u003c/a> $5.9 billion.\u003c/p>\n\u003cp>https://twitter.com/SamWHarnett/status/1126209288081293312\u003c/p>\n\u003cp>But the IPO won't be life-changing for most drivers, who Uber insists are independent contractors, not employees. Some drivers will receive \u003ca href=\"https://www.sec.gov/Archives/edgar/data/1543151/000119312519120759/d647752ds1a.htm#toc647752_1\">one-time bonuses\u003c/a> according to their loyalty: Those who completed more than 2,500 trips before April 7 and at least one this year are eligible for a bonus, ranging from $100 for those drivers with 2,500 completed trips to $40,000 for 40,000 completed trips. U.S. drivers can use that bonus to buy \u003ca href=\"https://www.cbsnews.com/news/uber-ipo-will-uber-drivers-profit-from-tech-companys-initial-public-offering/\">up to $10,000 in stock\u003c/a> in the company at the IPO price.\u003c/p>\n\u003cp>That may not end up being a great deal if Lyft's IPO is any indication: Its shares are down about 20% since the initial offering. Some drivers also \u003ca href=\"https://www.npr.org/2019/03/29/707908980/uber-and-lyft-drivers-strike-in-california\">went on strike\u003c/a> before Lyft went public in March.\u003c/p>\n\u003cp>Strikes or rallies are also planned in Chicago, Washington, Boston, Atlanta, Philadelphia, San Diego and Stamford, Connecticut. On Twitter, organizers are using the hashtags #StrikeUberLyft and #AppsOffMay8 to build momentum.\u003c/p>\n\u003cp>This strike is taking different forms in different cities, but in the L.A. metro area, the strike will last for \u003ca href=\"https://drivers-united.org/strike\">24 hours\u003c/a>, with a picket line at Los Angeles International Airport and a noon rally. The New York Taxi Workers Alliance called for \u003ca href=\"http://www.nytwa.org/home/2019/5/7/nyc-is-strike-ready-tomorrow-uber-lyft-juno-via-apps-off-7am-9am\">a rush-hour strike\u003c/a>, during which drivers will turn off the Uber, Lyft, Juno and Via apps from 7 to 9 a.m., and then rally outside Uber and Lyft headquarters in Long Island City.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"Uber/Lyft going public on the stock market will make billionaires of Uber and Lyft bosses while drivers struggle in poverty and the companies destroy the livelihoods of drivers in every sector,\" the New York drivers' organization says in its call to action.\u003c/p>\n\u003cp>For those who often use ride-hailing apps and want to support the strike, today may mean a commute by public transit, a cab or bicycle. At D.C.-area airports, officials arranged for extra cabs and said they always encourage passengers to consider taking the Metro rail system or the bus, The Washington Post \u003ca href=\"https://www.washingtonpost.com/transportation/2019/05/07/strike-by-uber-lyft-drivers-wednesday-has-potential-disrupt-travel-thousands/?utm_term=.f1d44fa418bf\">reported\u003c/a>.\u003c/p>\n\u003cp>In a statement to Post, Uber said drivers \"are at the heart of our service — we can't succeed without them — and thousands of people come into work at Uber every day focused on how to make their experience better, on and off the road. Whether it's more consistent earnings, stronger insurance protections or fully-funded four-year degrees for drivers or their families, we'll continue working to improve the experience for and with drivers.\"\u003c/p>\n\u003cp>\u003cem>KQED's Sam Harnett and Stephanie Lister contributed to this post.\u003c/em>\u003c/p>\n\u003cp>Copyright 2019 NPR. To see more, visit https://www.npr.org.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated 2 p.m.\u003c/em>\u003c/p>\n\u003cp>Ahead of Uber's initial public offering, drivers for Uber, Lyft and other ride-service companies plan to strike, turning off the apps as they flex their collective muscles to say: What about us?\u003c/p>\n\u003cp>Drivers in 10 cities across the country are taking action on Wednesday to draw attention to what they say are decreasing wages for drivers and a distressing lack of job security — and some are calling on passengers to temporarily boycott the ride-hailing services, too.\u003c/p>\n\u003cp>About 200 drivers and supporters protested outside Uber headquarters in San Francisco, carrying signs and chanting, “Drivers united will never be defeated.” Passing drivers honked their horns in support before protesters spilled onto Market Street, blocking traffic.\u003c/p>\n\u003cp>The Bay Area-based group Gig Workers Rising, which describes itself as \"a community of app and platform workers coming together to improve our work and livelihoods,\" called for a 12-hour \"app shut-off\" for drivers and a strike in San Francisco starting at noon.\u003c/p>\n\u003cp>Oakland resident Stephen Phillips, who has driven for Uber and Lyft for four years, turned his app off and held a sign in front of Uber headquarters that said, “Our actual earnings are half what they were 4 years ago.”\u003c/p>\n\u003cp>He said drivers are flocking to San Francisco for work.\u003c/p>\n\u003cp>“Drivers are coming from all over the state, from Modesto, Sacramento, L.A., San Diego,\" Phillips said. \"And they’re driving here and they’re sleeping in their cars because they can make so much more money here than they can where they come from. Many, many, many of them are very aware the companies have been treating us unfairly. There’s a very big awareness of that.”\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>Among the \u003ca href=\"https://drivers-united.org/strike\">drivers' demands in Los Angeles \u003c/a>are a 10% cap on commissions taken by Uber and Lyft, hourly minimum pay and fare breakdowns on passenger receipts that show the companies' take. New York drivers \u003ca href=\"http://www.nytwa.org/home/2019/5/7/nyc-is-strike-ready-tomorrow-uber-lyft-juno-via-apps-off-7am-9am\">are demanding\u003c/a> an end to sudden account deactivations and the right to appeal through the courts.\u003c/p>\n\u003cp>The strike was spearheaded by \u003ca href=\"https://drivers-united.org/\">Rideshare Drivers United\u003c/a>, a Los Angeles-based association of drivers. And the group is asking for the support of would-be passengers.\u003c/p>\n\u003cp>\"We ask that the public support drivers in their struggle for fair wages and our Drivers bill of rights,\" spokesman Brian Dolber said in an email to NPR. \"We are calling for community standards that will ensure that Uber and Lyft do not create needless traffic and pollution. By boycotting Uber/Lyft for 24 hours, passengers can show that they stand with RDU in our fight for a rideshare industry that truly serves Angelenos.\"\u003c/p>\n\u003cp>When companies go public, it usually means big money for executives and sometimes nice payouts for employees. San Francisco's housing market has been bracing for the \u003ca href=\"https://www.nytimes.com/2019/03/07/style/uber-ipo-san-francisco-rich.html\">thousands\u003c/a> of newly minted millionaires spawned by four major IPOs this spring.\u003c/p>\n\u003cp>Uber's valuation could be as high as \u003ca href=\"https://www.nytimes.com/2019/04/26/technology/uber-ipo-valuation-price-range.html?module=inline\">$91 billion\u003c/a> when trading begins, which would place it among the top three most valuable firms to ever debut on a U.S. exchange. Co-founder and former CEO Travis Kalanick's stake may be worth \u003ca href=\"https://www.nytimes.com/2019/05/05/business/dealbook/uber-ipo.html\">as much as\u003c/a> $5.9 billion.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>But the IPO won't be life-changing for most drivers, who Uber insists are independent contractors, not employees. Some drivers will receive \u003ca href=\"https://www.sec.gov/Archives/edgar/data/1543151/000119312519120759/d647752ds1a.htm#toc647752_1\">one-time bonuses\u003c/a> according to their loyalty: Those who completed more than 2,500 trips before April 7 and at least one this year are eligible for a bonus, ranging from $100 for those drivers with 2,500 completed trips to $40,000 for 40,000 completed trips. U.S. drivers can use that bonus to buy \u003ca href=\"https://www.cbsnews.com/news/uber-ipo-will-uber-drivers-profit-from-tech-companys-initial-public-offering/\">up to $10,000 in stock\u003c/a> in the company at the IPO price.\u003c/p>\n\u003cp>That may not end up being a great deal if Lyft's IPO is any indication: Its shares are down about 20% since the initial offering. Some drivers also \u003ca href=\"https://www.npr.org/2019/03/29/707908980/uber-and-lyft-drivers-strike-in-california\">went on strike\u003c/a> before Lyft went public in March.\u003c/p>\n\u003cp>Strikes or rallies are also planned in Chicago, Washington, Boston, Atlanta, Philadelphia, San Diego and Stamford, Connecticut. On Twitter, organizers are using the hashtags #StrikeUberLyft and #AppsOffMay8 to build momentum.\u003c/p>\n\u003cp>This strike is taking different forms in different cities, but in the L.A. metro area, the strike will last for \u003ca href=\"https://drivers-united.org/strike\">24 hours\u003c/a>, with a picket line at Los Angeles International Airport and a noon rally. The New York Taxi Workers Alliance called for \u003ca href=\"http://www.nytwa.org/home/2019/5/7/nyc-is-strike-ready-tomorrow-uber-lyft-juno-via-apps-off-7am-9am\">a rush-hour strike\u003c/a>, during which drivers will turn off the Uber, Lyft, Juno and Via apps from 7 to 9 a.m., and then rally outside Uber and Lyft headquarters in Long Island City.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"Uber/Lyft going public on the stock market will make billionaires of Uber and Lyft bosses while drivers struggle in poverty and the companies destroy the livelihoods of drivers in every sector,\" the New York drivers' organization says in its call to action.\u003c/p>\n\u003cp>For those who often use ride-hailing apps and want to support the strike, today may mean a commute by public transit, a cab or bicycle. At D.C.-area airports, officials arranged for extra cabs and said they always encourage passengers to consider taking the Metro rail system or the bus, The Washington Post \u003ca href=\"https://www.washingtonpost.com/transportation/2019/05/07/strike-by-uber-lyft-drivers-wednesday-has-potential-disrupt-travel-thousands/?utm_term=.f1d44fa418bf\">reported\u003c/a>.\u003c/p>\n\u003cp>In a statement to Post, Uber said drivers \"are at the heart of our service — we can't succeed without them — and thousands of people come into work at Uber every day focused on how to make their experience better, on and off the road. Whether it's more consistent earnings, stronger insurance protections or fully-funded four-year degrees for drivers or their families, we'll continue working to improve the experience for and with drivers.\"\u003c/p>\n\u003cp>\u003cem>KQED's Sam Harnett and Stephanie Lister contributed to this post.\u003c/em>\u003c/p>\n\u003cp>Copyright 2019 NPR. To see more, visit https://www.npr.org.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "Lyft's Shares Soar as Investors Bet on Ride-Hailing Future",
"title": "Lyft's Shares Soar as Investors Bet on Ride-Hailing Future",
"headTitle": "The California Report | KQED News",
"content": "\u003cp>Lyft's shares soared as the San Francisco-based company went public Friday, giving investors their first chance to bet on the future of the ride-hailing industry.\u003c/p>\n\u003cp>[aside postID=\"news_11735251,news_11734339,news_11653352\" label=\"More Coverage From KQED\"]\u003c/p>\n\u003cp>The stock opened at $87.24, up 21 percent from its offering price of $72. Lyft won the race with its much larger rival Uber to go public, and the debut marked the first time most people who have used their smartphone to summon a car through Lyft or Uber can take their chances on whether the ride-hailing phenomenon will continue to transform transportation and become a money maker.\u003c/p>\n\u003cp>Lyft raised its target price from its initial range of $62 to $68 over the course of the last week as investors clamored to get in on the action, despite the company's history of losses.\u003c/p>\n\u003cp>In a sign of how ride-hailing giant Lyft has changed the way we think of transportation, Lyft executives celebrated the company's stock market debut from the inside of a former car dealership they plan to convert into a center for their company's drivers.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Co-founders Logan Green and John Zimmer talked about their early vision of the company and their commitment to providing alternatives to individual car ownership.\u003c/p>\n\u003cp>\"In 2012 we launched Lyft, and pioneered the idea of on-demand peer-to-peer ride-sharing,\" said Logan Green, CEO and co-founder, at an event in Los Angeles Friday. \"In those early days we were told we were crazy to think people would ride in each others' personal vehicles. And now, after more than 1 billion rides, we're able to look forward to a world we've long imagined, designed less for cars and more for people.\"\u003c/p>\n\u003cp>Lyft also said it ended up selling 32.5 million shares in the offering, above the nearly 31 million that it had targeted in its regulatory filings leading up to Thursday evening's pricing.\u003c/p>\n\u003cp>\"Without question, investors are looking beyond operating losses to the potential upside,\" in the ride-hailing industry, said Alejandro Ortiz, an analyst for SharesPost.\u003c/p>\n\u003cp>The IPO raised more than $2 billion to use in its heated competition with Uber to woo riders. Uber is expected to make an even bigger splash when it completes its IPO later this year.\u003c/p>\n\u003cp>[pullquote align=\"right\" citation='Logan Green, Lyft CEO and co-founder']'In 2012 we launched Lyft, and pioneered the idea of on-demand peer-to-peer ride-sharing. In those early days we were told we were crazy to think people would ride in each others' personal vehicles. And now, after more than 1 billion rides, we're able to look forward to a world we've long imagined, designed less for cars and more for people.'[/pullquote]\u003c/p>\n\u003cp>Investors embraced Lyft despite an uninterrupted history of losses totaling nearly $3 billion since its 2012 inception on the premise that its growing popularity will pay off in the long run.\u003c/p>\n\u003cp>\"Lyft has been successful against big odds because we have always prioritized the long-term sustainable growth of both our community and our company,\" said John Zimmer, president and co-founder. \"Business results and societal impact are not only linked, but they can and do feed off each other. We know the road ahead comes with both massive opportunities and genuine challenges.\"\u003c/p>\n\u003cp>Lyft said Friday it will invest $50 million annually, or 1 percent of profits — whichever is greater — in transportation initiatives in cities. The investments will include free or discounted rides for medical patients and low-income seniors and developing infrastructure for bikes, scooters and transit.\u003c/p>\n\u003cp>The IPO represents a watershed moment for ride hailing, an industry hatched from the rise of smartphones. Now that both Lyft and Uber have made it easy to summon a ride on a mobile app, more people are already starting to wonder if owning their own cars will make sense in the future.\u003c/p>\n\u003cp>Lyft has been gaining ground on Uber in the past two years, which enabled it to double its revenue last year to $2.2 billion — the kind of growth that tends to wow investors.\u003c/p>\n\u003cp>The company's U.S. market share has expanded from 22 percent in 2016 to 39 percent last year as Uber slogged through revelations about rampant internal \u003ca href=\"https://www.npr.org/2018/08/22/640900988/dozens-sued-uber-for-harassment-heres-what-they-re-set-to-receive\" rel=\"noopener\" target=\"_blank\">sexual harassment claims\u003c/a>, allegations that it stole self-driving technology and other mortifying issues, prompting a consumer backlash.\u003c/p>\n\u003cp>Meanwhile, Lyft parlayed a warm and fuzzy image that it used to cultivate by adorning drivers' cars with a fluffy pink mustache to position its brand as the more socially responsible of the two ride-hailing rivals.\u003c/p>\n\u003cp>Despite Lyft's recent inroad, there is still no guarantee the company will become profitable — a risk flagged in its own regulatory filings leading up to the IPO. Developing autonomous vehicles is key to reducing driver costs, and Lyft is behind competitors such as Google spin-off Waymo, which has begun testing a ride-hailing service using its robotic minivans in the Phoenix area.\u003c/p>\n\u003cp>Cutting costs by reducing pay to drivers also could prove difficult, a challenge underscored by \u003ca href=\"https://www.kqed.org/news/11735251/lyft-and-uber-drivers-in-s-f-l-a-stage-one-day-strike-in-push-for-higher-wages\" rel=\"noopener\" target=\"_blank\">protests staged earlier this week over wages\u003c/a> that drivers complain already are too low.\u003c/p>\n\u003cp>Even so, Lyft's revenue per ride has been increasing, so some analysts see the company as headed in the right direction.\u003c/p>\n\u003cp>Lyft's co-founders Logan Green and John Zimmer have structured the shares so that together they will hold 49 percent of the voting power, enough to substantially influence major decisions.\u003c/p>\n\u003cp>Lyft has focused on its mission of getting people to give up their personal cars in favor of ride-hailing, shared bikes and scooters, and has remained in North America. By contrast, Uber has expanded overseas and recently bought Careem, a major rival in the Middle East, while experimenting with food delivery, boats and freight operations.\u003c/p>\n\u003cp>It's become increasingly common for unprofitable tech companies to go public, and the percentage of money-losing tech companies that entered the market in 2018 rivals 2000, when the dot-com bubble burst, according to data from Jay Ritter, finance professor at the University of Florida. Some, like Amazon, which took several years to turn a profit after its IPO turned into great bets for early investors.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>This post will be updated.\u003c/em>\u003c/p>\n\n",
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"excerpt": "Lyft won the race with its much larger rival Uber to go public. The stock opened at $87.24, up 21 percent from its offering price of $72.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Lyft's shares soared as the San Francisco-based company went public Friday, giving investors their first chance to bet on the future of the ride-hailing industry.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The stock opened at $87.24, up 21 percent from its offering price of $72. Lyft won the race with its much larger rival Uber to go public, and the debut marked the first time most people who have used their smartphone to summon a car through Lyft or Uber can take their chances on whether the ride-hailing phenomenon will continue to transform transportation and become a money maker.\u003c/p>\n\u003cp>Lyft raised its target price from its initial range of $62 to $68 over the course of the last week as investors clamored to get in on the action, despite the company's history of losses.\u003c/p>\n\u003cp>In a sign of how ride-hailing giant Lyft has changed the way we think of transportation, Lyft executives celebrated the company's stock market debut from the inside of a former car dealership they plan to convert into a center for their company's drivers.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Co-founders Logan Green and John Zimmer talked about their early vision of the company and their commitment to providing alternatives to individual car ownership.\u003c/p>\n\u003cp>\"In 2012 we launched Lyft, and pioneered the idea of on-demand peer-to-peer ride-sharing,\" said Logan Green, CEO and co-founder, at an event in Los Angeles Friday. \"In those early days we were told we were crazy to think people would ride in each others' personal vehicles. And now, after more than 1 billion rides, we're able to look forward to a world we've long imagined, designed less for cars and more for people.\"\u003c/p>\n\u003cp>Lyft also said it ended up selling 32.5 million shares in the offering, above the nearly 31 million that it had targeted in its regulatory filings leading up to Thursday evening's pricing.\u003c/p>\n\u003cp>\"Without question, investors are looking beyond operating losses to the potential upside,\" in the ride-hailing industry, said Alejandro Ortiz, an analyst for SharesPost.\u003c/p>\n\u003cp>The IPO raised more than $2 billion to use in its heated competition with Uber to woo riders. Uber is expected to make an even bigger splash when it completes its IPO later this year.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "'In 2012 we launched Lyft, and pioneered the idea of on-demand peer-to-peer ride-sharing. In those early days we were told we were crazy to think people would ride in each others' personal vehicles. And now, after more than 1 billion rides, we're able to look forward to a world we've long imagined, designed less for cars and more for people.'",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Investors embraced Lyft despite an uninterrupted history of losses totaling nearly $3 billion since its 2012 inception on the premise that its growing popularity will pay off in the long run.\u003c/p>\n\u003cp>\"Lyft has been successful against big odds because we have always prioritized the long-term sustainable growth of both our community and our company,\" said John Zimmer, president and co-founder. \"Business results and societal impact are not only linked, but they can and do feed off each other. We know the road ahead comes with both massive opportunities and genuine challenges.\"\u003c/p>\n\u003cp>Lyft said Friday it will invest $50 million annually, or 1 percent of profits — whichever is greater — in transportation initiatives in cities. The investments will include free or discounted rides for medical patients and low-income seniors and developing infrastructure for bikes, scooters and transit.\u003c/p>\n\u003cp>The IPO represents a watershed moment for ride hailing, an industry hatched from the rise of smartphones. Now that both Lyft and Uber have made it easy to summon a ride on a mobile app, more people are already starting to wonder if owning their own cars will make sense in the future.\u003c/p>\n\u003cp>Lyft has been gaining ground on Uber in the past two years, which enabled it to double its revenue last year to $2.2 billion — the kind of growth that tends to wow investors.\u003c/p>\n\u003cp>The company's U.S. market share has expanded from 22 percent in 2016 to 39 percent last year as Uber slogged through revelations about rampant internal \u003ca href=\"https://www.npr.org/2018/08/22/640900988/dozens-sued-uber-for-harassment-heres-what-they-re-set-to-receive\" rel=\"noopener\" target=\"_blank\">sexual harassment claims\u003c/a>, allegations that it stole self-driving technology and other mortifying issues, prompting a consumer backlash.\u003c/p>\n\u003cp>Meanwhile, Lyft parlayed a warm and fuzzy image that it used to cultivate by adorning drivers' cars with a fluffy pink mustache to position its brand as the more socially responsible of the two ride-hailing rivals.\u003c/p>\n\u003cp>Despite Lyft's recent inroad, there is still no guarantee the company will become profitable — a risk flagged in its own regulatory filings leading up to the IPO. Developing autonomous vehicles is key to reducing driver costs, and Lyft is behind competitors such as Google spin-off Waymo, which has begun testing a ride-hailing service using its robotic minivans in the Phoenix area.\u003c/p>\n\u003cp>Cutting costs by reducing pay to drivers also could prove difficult, a challenge underscored by \u003ca href=\"https://www.kqed.org/news/11735251/lyft-and-uber-drivers-in-s-f-l-a-stage-one-day-strike-in-push-for-higher-wages\" rel=\"noopener\" target=\"_blank\">protests staged earlier this week over wages\u003c/a> that drivers complain already are too low.\u003c/p>\n\u003cp>Even so, Lyft's revenue per ride has been increasing, so some analysts see the company as headed in the right direction.\u003c/p>\n\u003cp>Lyft's co-founders Logan Green and John Zimmer have structured the shares so that together they will hold 49 percent of the voting power, enough to substantially influence major decisions.\u003c/p>\n\u003cp>Lyft has focused on its mission of getting people to give up their personal cars in favor of ride-hailing, shared bikes and scooters, and has remained in North America. By contrast, Uber has expanded overseas and recently bought Careem, a major rival in the Middle East, while experimenting with food delivery, boats and freight operations.\u003c/p>\n\u003cp>It's become increasingly common for unprofitable tech companies to go public, and the percentage of money-losing tech companies that entered the market in 2018 rivals 2000, when the dot-com bubble burst, according to data from Jay Ritter, finance professor at the University of Florida. Some, like Amazon, which took several years to turn a profit after its IPO turned into great bets for early investors.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>This post will be updated.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Lyft and Uber Drivers in S.F., L.A. Take to Streets in Push for Higher Wages",
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"content": "\u003cp>Protesting pay cuts, a small group of Lyft drivers and their supporters demonstrated on Monday in front of the Omni Hotel in downtown San Francisco, where executives of the ride-hailing company were reportedly courting investors in the run-up to their initial public offering.\u003c/p>\n\u003cp>\"San Francisco's about to get a bunch more millionaires, while the drivers who are out there making these executives rich are getting their wages cut,\" said Rebecca Stack-Martinez, a Lyft and Uber driver and organizer with \u003ca href=\"https://www.gigworkersrising.org/\">Gig Workers Rising\u003c/a>.\u003c/p>\n\u003cp>Drivers of both Lyft and Uber, which are soon expected to become publicly traded companies, say their compensation has steadily declined as both ride-hailing giants take an increasingly large chunk of profits form each ride. With Lyft expected to go public as early as this week, drivers say they're particularly concerned that the company will cut wages even further, amid pressure from investors to increase revenue.\u003c/p>\n\u003cp>A growing number of drivers complain that they're having an increasingly hard time making a living behind the wheel, particularly with the high cost of gas and maintenance expenses factored in.\u003c/p>\n\u003cfigure id=\"attachment_11735422\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11735422\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/03/IMG_9990-7-800x533.jpg\" alt=\"Lyft drivers marching for higher wages in downtown San Francisco during a one-day strike on Mon., March 25.\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/03/IMG_9990-7-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/03/IMG_9990-7-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/03/IMG_9990-7-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/03/IMG_9990-7-1200x800.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/03/IMG_9990-7.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Lyft drivers marching for higher wages in downtown San Francisco during a one-day strike on Mon., March 25. \u003ccite>(Olivia Obineme/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Also on Monday, hundreds of ride-hailing drivers in greater Los Angeles staged a one-day strike, logging off the app and \u003ca href=\"https://www.facebook.com/RideshareDriversUnite/videos/569944550151690/\" target=\"_blank\" rel=\"noopener\">picketing outside\u003c/a> of Uber's suburban L.A. office.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Organized by \u003ca href=\"http://ridesharedriversunited.com/\" target=\"_blank\" rel=\"noopener\">Rideshare Drivers United\u003c/a>, the strike was prompted by Uber's announcement last week that it was cutting drivers' per mile pay from 80 cents to 60 cents in Los Angeles County and parts of Orange County. The group is pressuring ride-hailing companies to increase driver pay while capping their commission at 10 percent. The group also wants to organize drivers without fear of retaliation and negotiate on their behalf.\u003c/p>\n\u003cp>Drivers for both companies are considered independent contractors, which makes them effectively self-employed. As such, they're ineligible for workers compensation and not subject to minimum wage requirements. They're also not part of any formal labor union.\u003c/p>\n\u003cp>Lyft, which has tried to paint itself as a more worker-friendly alternative to Uber, said that its drivers get the benefit of complete flexibility.\u003c/p>\n\u003cp>\"The vast majority of drivers use Lyft as a temporary source of extra money,\" Lyft said in a statement. \"In fact, 91 percent drive fewer than 20 hours a week and many use Lyft as a supplemental option in addition to full-time work. We are always open to conversations around how we can make Lyft better for drivers, but what we hear from the majority is that this is a flexible option that works for them.”\u003c/p>\n\u003cfigure id=\"attachment_11735428\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"wp-image-11735428 size-medium\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/03/IMG_0019-18-800x533.jpg\" alt=\"Valentina Tulau, a mother of five, started driving for Lyft in 2016, and said she started working for the rideshare company because of the 'flexibility' the work provided her to make time for her children. "They call us their 'driver partners' but are we really? I don’t think so," she said. "We are not in their meetings discussing pay."\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/03/IMG_0019-18-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/03/IMG_0019-18-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/03/IMG_0019-18-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/03/IMG_0019-18-1200x800.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/03/IMG_0019-18.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Valentina Tulau, a mother of five, started driving for Lyft in 2016 because of the \"flexibility\" it gave her to care for her children. \"They call us their 'driver partners.' But are we really? I don’t think so,\" she said. \u003ccite>(Olivia Obineme/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>But protestors at Monday's rally in San Francisco say the company is grossly underestimating the number of drivers who are relying on these gigs as their primary income.\u003c/p>\n\u003cp>\"Lyft is in our town and we’re here in solidarity,\" said Kung Feng, head of Jobs with Justice San Francisco, which helped organize Monday's rally in San Francisco. \"They have to pay their fair share.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>KCRW's Saul Gonzalez contributed to this report.\u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Protesting pay cuts, a small group of Lyft drivers and their supporters demonstrated on Monday in front of the Omni Hotel in downtown San Francisco, where executives of the ride-hailing company were reportedly courting investors in the run-up to their initial public offering.\u003c/p>\n\u003cp>\"San Francisco's about to get a bunch more millionaires, while the drivers who are out there making these executives rich are getting their wages cut,\" said Rebecca Stack-Martinez, a Lyft and Uber driver and organizer with \u003ca href=\"https://www.gigworkersrising.org/\">Gig Workers Rising\u003c/a>.\u003c/p>\n\u003cp>Drivers of both Lyft and Uber, which are soon expected to become publicly traded companies, say their compensation has steadily declined as both ride-hailing giants take an increasingly large chunk of profits form each ride. With Lyft expected to go public as early as this week, drivers say they're particularly concerned that the company will cut wages even further, amid pressure from investors to increase revenue.\u003c/p>\n\u003cp>A growing number of drivers complain that they're having an increasingly hard time making a living behind the wheel, particularly with the high cost of gas and maintenance expenses factored in.\u003c/p>\n\u003cfigure id=\"attachment_11735422\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11735422\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/03/IMG_9990-7-800x533.jpg\" alt=\"Lyft drivers marching for higher wages in downtown San Francisco during a one-day strike on Mon., March 25.\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/03/IMG_9990-7-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/03/IMG_9990-7-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/03/IMG_9990-7-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/03/IMG_9990-7-1200x800.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/03/IMG_9990-7.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Lyft drivers marching for higher wages in downtown San Francisco during a one-day strike on Mon., March 25. \u003ccite>(Olivia Obineme/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Also on Monday, hundreds of ride-hailing drivers in greater Los Angeles staged a one-day strike, logging off the app and \u003ca href=\"https://www.facebook.com/RideshareDriversUnite/videos/569944550151690/\" target=\"_blank\" rel=\"noopener\">picketing outside\u003c/a> of Uber's suburban L.A. office.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Organized by \u003ca href=\"http://ridesharedriversunited.com/\" target=\"_blank\" rel=\"noopener\">Rideshare Drivers United\u003c/a>, the strike was prompted by Uber's announcement last week that it was cutting drivers' per mile pay from 80 cents to 60 cents in Los Angeles County and parts of Orange County. The group is pressuring ride-hailing companies to increase driver pay while capping their commission at 10 percent. The group also wants to organize drivers without fear of retaliation and negotiate on their behalf.\u003c/p>\n\u003cp>Drivers for both companies are considered independent contractors, which makes them effectively self-employed. As such, they're ineligible for workers compensation and not subject to minimum wage requirements. They're also not part of any formal labor union.\u003c/p>\n\u003cp>Lyft, which has tried to paint itself as a more worker-friendly alternative to Uber, said that its drivers get the benefit of complete flexibility.\u003c/p>\n\u003cp>\"The vast majority of drivers use Lyft as a temporary source of extra money,\" Lyft said in a statement. \"In fact, 91 percent drive fewer than 20 hours a week and many use Lyft as a supplemental option in addition to full-time work. We are always open to conversations around how we can make Lyft better for drivers, but what we hear from the majority is that this is a flexible option that works for them.”\u003c/p>\n\u003cfigure id=\"attachment_11735428\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"wp-image-11735428 size-medium\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/03/IMG_0019-18-800x533.jpg\" alt=\"Valentina Tulau, a mother of five, started driving for Lyft in 2016, and said she started working for the rideshare company because of the 'flexibility' the work provided her to make time for her children. "They call us their 'driver partners' but are we really? I don’t think so," she said. "We are not in their meetings discussing pay."\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/03/IMG_0019-18-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/03/IMG_0019-18-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/03/IMG_0019-18-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/03/IMG_0019-18-1200x800.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/03/IMG_0019-18.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Valentina Tulau, a mother of five, started driving for Lyft in 2016 because of the \"flexibility\" it gave her to care for her children. \"They call us their 'driver partners.' But are we really? I don’t think so,\" she said. \u003ccite>(Olivia Obineme/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>But protestors at Monday's rally in San Francisco say the company is grossly underestimating the number of drivers who are relying on these gigs as their primary income.\u003c/p>\n\u003cp>\"Lyft is in our town and we’re here in solidarity,\" said Kung Feng, head of Jobs with Justice San Francisco, which helped organize Monday's rally in San Francisco. \"They have to pay their fair share.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>KCRW's Saul Gonzalez contributed to this report.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Lawsuit Seeks to Force Lyft to Provide 'Full, Equal' Service to Wheelchair Users",
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"content": "\u003cp>\u003cem>Updated 8:55 p.m. Wednesday\u003c/em>\u003c/p>\n\u003cp>We're now in Year Seven of \u003ca href=\"https://www.kqed.org/news/114693/need-a-lyft-or-a-taxi-the-battle-rages-on-the-streets-of-san-francisco\" target=\"_blank\" rel=\"noopener\">the great transportation disruption\u003c/a> unleashed on the smartphone-toting world in large part by San Francisco ride-hailing service Lyft.\u003c/p>\n\u003cp>But \u003ca href=\"https://assets.documentcloud.org/documents/5776959/Disability-Rights-Lawsuit-versus-Lyft.pdf\" target=\"_blank\" rel=\"noopener\">a federal lawsuit filed Wednesday\u003c/a> says that one significant population is still being denied the go anywhere, go anytime benefits bestowed by the company's service: wheelchair users who need specially equipped vehicles to get to appointments, the airport, dates or work.\u003c/p>\n\u003cp>The class-action complaint filed in U.S. District Court by Disability Rights Advocates, which is based in Berkeley and New York, says that Lyft violates the federal Americans with Disabilities Act by failing to ensure wheelchair users have access to its service.\u003c/p>\n\u003cp>The plaintiffs, including four Bay Area residents and two independent living organizations serving clients in the region, seek an order requiring the company to provide service that's \"full and equal\" to that provided to the general public.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Not only are mobility-challenged customers unable to get Lyft rides, the suit alleges, the company \u003ca href=\"https://help.lyft.com/hc/en-us/articles/115013081668-Accessible\" target=\"_blank\" rel=\"noopener\">misleadingly suggests\u003c/a> that passengers can use its app to \"request a vehicle that is specially outfitted to accommodate wheelchairs.\"\u003c/p>\n\u003cp>\"However, when a user requests a Lyft while (the app's) wheelchair access mode is activated, the user receives a text message stating that Lyft has no wheelchair accessible vehicles available, and Lyft provides the user with a list of public transit, paratransit and taxicab phone numbers around the country,\" the suit says.\u003c/p>\n\u003cp>In the Bay Area, for instance, users seeking accessible transportation are referred to a number of paratransit services -- which may require a reservation at least a day in advance -- or public transit agencies, including Muni, SamTrans and Caltrain.\u003c/p>\n\u003cp>\"It's a mobility revolution that Lyft has created,\" said Stuart Seaborn, one of the DRA attorneys who filed the suit. \"Overall, we think it's a good thing, but they've certainly left behind the people who need wheelchair-accessible vehicles.\"\u003c/p>\n\u003cp>In an emailed statement, Lyft spokeswoman Lauren Alexander said the company \"is committed to ensuring that those who need rides most are able to get them. We think about accessibility broadly and know that many who were previously underserved by transit and taxis are now able to rely on Lyft for convenient and affordable rides.\"\u003c/p>\n\u003cp>She pointed to the company's \"access mode\" -- the same feature pointed to as problematic in the lawsuit -- as one of the company's solutions for potential customers in wheelchairs.\u003c/p>\n\u003cp>\"Lyft riders needing a wheelchair accessible vehicle can select Access Mode within the Lyft app to be connected with a WAV ride provider,\" Alexander said. \"In addition, Lyft has partnered with public transit agencies across the country to provide first-last mile connections. We're constantly looking for ways to partner and expand our offerings to provide affordable and convenient transportation for all.\"\u003c/p>\n\u003cp>Seaborn said Lyft, which is about to launch \u003ca href=\"https://www.nytimes.com/2019/03/18/technology/lyft-ipo-stock.html\" target=\"_blank\" rel=\"noopener\">an initial public offering\u003c/a> of its stock, is not alone in failing to adequately serve those with mobility disabilities.\u003c/p>\n\u003cp>Disability Rights Advocates \u003ca href=\"https://www.cnet.com/news/uber-discriminates-against-people-in-wheelchairs-lawsuit-says/\" target=\"_blank\" rel=\"noopener\">has also sued Uber over lack of disabled access. \u003c/a>\u003c/p>\n\u003cp>Seaborn said that while Uber does have a wheelchair-accessible vehicle program, riders with disabilities face a high degree of uncertainty about whether they can hail a ride.\u003c/p>\n\u003cp>\"The problem that our clients have seen is that there aren't sufficient numbers of wheelchair-accessible vehicles available\" from Uber, Seaborn said. \"So somebody could request a ride and maybe get a wheelchair-accessible vehicle on the way to an event, but not be able to get one on the way home. ... Sometimes the wait time is excessively long as well.\"\u003c/p>\n\u003cp>The Lyft lawsuit is not seeking monetary damages. Instead, the plaintiffs seek a court order to require Lyft to take action to offer service to those with mobility disabilities on the same basis as they serve the rest of their customers.\u003c/p>\n\u003cp>Seaborn said Lyft could try several different tactics to make that happen.\u003c/p>\n\u003cp>\"We're not asking that Lyft take it upon itself to purchase new vehicles,\" he said. \"There are plenty of other ways. They control almost every aspect of the driver experience, and they offer incentives in other contexts. Lyft could offer incentives to drivers to drive accessible vehicles and thereby increase the fleet.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>This post was updated to include Lyft's statement on the wheelchair users' lawsuit. \u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated 8:55 p.m. Wednesday\u003c/em>\u003c/p>\n\u003cp>We're now in Year Seven of \u003ca href=\"https://www.kqed.org/news/114693/need-a-lyft-or-a-taxi-the-battle-rages-on-the-streets-of-san-francisco\" target=\"_blank\" rel=\"noopener\">the great transportation disruption\u003c/a> unleashed on the smartphone-toting world in large part by San Francisco ride-hailing service Lyft.\u003c/p>\n\u003cp>But \u003ca href=\"https://assets.documentcloud.org/documents/5776959/Disability-Rights-Lawsuit-versus-Lyft.pdf\" target=\"_blank\" rel=\"noopener\">a federal lawsuit filed Wednesday\u003c/a> says that one significant population is still being denied the go anywhere, go anytime benefits bestowed by the company's service: wheelchair users who need specially equipped vehicles to get to appointments, the airport, dates or work.\u003c/p>\n\u003cp>The class-action complaint filed in U.S. District Court by Disability Rights Advocates, which is based in Berkeley and New York, says that Lyft violates the federal Americans with Disabilities Act by failing to ensure wheelchair users have access to its service.\u003c/p>\n\u003cp>The plaintiffs, including four Bay Area residents and two independent living organizations serving clients in the region, seek an order requiring the company to provide service that's \"full and equal\" to that provided to the general public.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Not only are mobility-challenged customers unable to get Lyft rides, the suit alleges, the company \u003ca href=\"https://help.lyft.com/hc/en-us/articles/115013081668-Accessible\" target=\"_blank\" rel=\"noopener\">misleadingly suggests\u003c/a> that passengers can use its app to \"request a vehicle that is specially outfitted to accommodate wheelchairs.\"\u003c/p>\n\u003cp>\"However, when a user requests a Lyft while (the app's) wheelchair access mode is activated, the user receives a text message stating that Lyft has no wheelchair accessible vehicles available, and Lyft provides the user with a list of public transit, paratransit and taxicab phone numbers around the country,\" the suit says.\u003c/p>\n\u003cp>In the Bay Area, for instance, users seeking accessible transportation are referred to a number of paratransit services -- which may require a reservation at least a day in advance -- or public transit agencies, including Muni, SamTrans and Caltrain.\u003c/p>\n\u003cp>\"It's a mobility revolution that Lyft has created,\" said Stuart Seaborn, one of the DRA attorneys who filed the suit. \"Overall, we think it's a good thing, but they've certainly left behind the people who need wheelchair-accessible vehicles.\"\u003c/p>\n\u003cp>In an emailed statement, Lyft spokeswoman Lauren Alexander said the company \"is committed to ensuring that those who need rides most are able to get them. We think about accessibility broadly and know that many who were previously underserved by transit and taxis are now able to rely on Lyft for convenient and affordable rides.\"\u003c/p>\n\u003cp>She pointed to the company's \"access mode\" -- the same feature pointed to as problematic in the lawsuit -- as one of the company's solutions for potential customers in wheelchairs.\u003c/p>\n\u003cp>\"Lyft riders needing a wheelchair accessible vehicle can select Access Mode within the Lyft app to be connected with a WAV ride provider,\" Alexander said. \"In addition, Lyft has partnered with public transit agencies across the country to provide first-last mile connections. We're constantly looking for ways to partner and expand our offerings to provide affordable and convenient transportation for all.\"\u003c/p>\n\u003cp>Seaborn said Lyft, which is about to launch \u003ca href=\"https://www.nytimes.com/2019/03/18/technology/lyft-ipo-stock.html\" target=\"_blank\" rel=\"noopener\">an initial public offering\u003c/a> of its stock, is not alone in failing to adequately serve those with mobility disabilities.\u003c/p>\n\u003cp>Disability Rights Advocates \u003ca href=\"https://www.cnet.com/news/uber-discriminates-against-people-in-wheelchairs-lawsuit-says/\" target=\"_blank\" rel=\"noopener\">has also sued Uber over lack of disabled access. \u003c/a>\u003c/p>\n\u003cp>Seaborn said that while Uber does have a wheelchair-accessible vehicle program, riders with disabilities face a high degree of uncertainty about whether they can hail a ride.\u003c/p>\n\u003cp>\"The problem that our clients have seen is that there aren't sufficient numbers of wheelchair-accessible vehicles available\" from Uber, Seaborn said. \"So somebody could request a ride and maybe get a wheelchair-accessible vehicle on the way to an event, but not be able to get one on the way home. ... Sometimes the wait time is excessively long as well.\"\u003c/p>\n\u003cp>The Lyft lawsuit is not seeking monetary damages. Instead, the plaintiffs seek a court order to require Lyft to take action to offer service to those with mobility disabilities on the same basis as they serve the rest of their customers.\u003c/p>\n\u003cp>Seaborn said Lyft could try several different tactics to make that happen.\u003c/p>\n\u003cp>\"We're not asking that Lyft take it upon itself to purchase new vehicles,\" he said. \"There are plenty of other ways. They control almost every aspect of the driver experience, and they offer incentives in other contexts. Lyft could offer incentives to drivers to drive accessible vehicles and thereby increase the fleet.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>This post was updated to include Lyft's statement on the wheelchair users' lawsuit. \u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003cb>Congressman Ro Khanna\u003cbr>\n\u003c/b>\u003cspan style=\"font-weight: 400\">This week, the House Judiciary Committee sent 81 letters requesting documents from agencies and individuals tied to President Trump as it investigates possible obstruction and corruption. Another House committee asked the Trump administration to turn over documents concerning the security clearances of the president’s closest advisers, including his son-in-law, Jared Kushner. Meanwhile, just days after a U.S.-North Korea summit in Vietnam abruptly ended, new evidence emerged showing North Korea is ramping up its missile program.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">We hear from Bay Area Rep. Ro Khanna, a member of the House Committee on Oversight and Reform and the Armed Services Committee, who is co-sponsoring a resolution to declare an end to the Korean War. \u003c/span>\u003c/p>\n\u003cp>\u003cb>Guest: \u003c/b>\u003cspan style=\"font-weight: 400\">U.S. Rep. Ro Khanna (D-CA)\u003c/span>\u003c/p>\n\u003cp>\u003cb>Facebook’s New Privacy Focus and the IPO Race\u003cbr>\n\u003c/b>\u003cspan style=\"font-weight: 400\">The world’s most profitable and popular social media platform may be getting a major reboot that could usher in a fundamental shift in how social media is shared and consumed. On Wednesday, Facebook CEO Mark Zuckerberg announced his vision of a privacy-focused platform where smaller groups of people would use encrypted and private channels of communication to share messages and other content with other users they know. Last year, Zuckerberg testified before Congress in the wake of a massive data breach affecting millions of its users, highlighting the tension Facebook has with protecting privacy while pursuing profits through targeted ads. Meanwhile, ride-service company Lyft recently filed the first round of documents with the SEC to go public ahead of its bigger rival, Uber, which is also expected to go public later this year. Other Bay Area startups expected to file IPOs soon include Airbnb, Slack and Pinterest. \u003c/span>\u003c/p>\n\u003cp>\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\"> Mike Isaac, technology reporter, The New York Times\u003c/span>\u003c/li>\n\u003cli style=\"font-weight: 400\">\u003cspan style=\"font-weight: 400\"> Jeremy C. Owens, San Francisco bureau chief, MarketWatch \u003c/span>\u003c/li>\n\u003c/ul>\n\u003cp>\u003cb>That Lady Thing\u003cbr>\n\u003c/b>\u003cspan style=\"font-weight: 400\">In San Francisco, a team of creative women is honoring International Women’s Day on Friday with a three-day art pop-up experience that celebrates women and the struggles they face, from wage inequality to harassment. It’s called That Lady Thing, but it’s not your typical art gallery or museum. Visitors to the event can explore what toxic masculinity smells like or try scaling a corporate climbing wall or grabbing fake bills to remind us of the gender wage gap. Last year, when the event was first held, only adults 21 and older could attend. This year, organizers are opening the doors on Sunday, the last day of the event, to teens 14 and older after they received requests from teens, parents and college students to share That Lady Thing’s blend of satire and visual whimsy to bring feminist statements to a younger audience. \u003c/span>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\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\">Jamie Shaw, creative director, That Lady Thing\u003c/span>\u003c/li>\n\u003cli style=\"font-weight: 400\">\u003cspan style=\"font-weight: 400\">Sophie Foster, high school student\u003c/span>\u003c/li>\n\u003c/ul>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cb>Congressman Ro Khanna\u003cbr>\n\u003c/b>\u003cspan style=\"font-weight: 400\">This week, the House Judiciary Committee sent 81 letters requesting documents from agencies and individuals tied to President Trump as it investigates possible obstruction and corruption. Another House committee asked the Trump administration to turn over documents concerning the security clearances of the president’s closest advisers, including his son-in-law, Jared Kushner. Meanwhile, just days after a U.S.-North Korea summit in Vietnam abruptly ended, new evidence emerged showing North Korea is ramping up its missile program.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">We hear from Bay Area Rep. Ro Khanna, a member of the House Committee on Oversight and Reform and the Armed Services Committee, who is co-sponsoring a resolution to declare an end to the Korean War. \u003c/span>\u003c/p>\n\u003cp>\u003cb>Guest: \u003c/b>\u003cspan style=\"font-weight: 400\">U.S. Rep. Ro Khanna (D-CA)\u003c/span>\u003c/p>\n\u003cp>\u003cb>Facebook’s New Privacy Focus and the IPO Race\u003cbr>\n\u003c/b>\u003cspan style=\"font-weight: 400\">The world’s most profitable and popular social media platform may be getting a major reboot that could usher in a fundamental shift in how social media is shared and consumed. On Wednesday, Facebook CEO Mark Zuckerberg announced his vision of a privacy-focused platform where smaller groups of people would use encrypted and private channels of communication to share messages and other content with other users they know. Last year, Zuckerberg testified before Congress in the wake of a massive data breach affecting millions of its users, highlighting the tension Facebook has with protecting privacy while pursuing profits through targeted ads. Meanwhile, ride-service company Lyft recently filed the first round of documents with the SEC to go public ahead of its bigger rival, Uber, which is also expected to go public later this year. Other Bay Area startups expected to file IPOs soon include Airbnb, Slack and Pinterest. \u003c/span>\u003c/p>\n\u003cp>\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\"> Mike Isaac, technology reporter, The New York Times\u003c/span>\u003c/li>\n\u003cli style=\"font-weight: 400\">\u003cspan style=\"font-weight: 400\"> Jeremy C. Owens, San Francisco bureau chief, MarketWatch \u003c/span>\u003c/li>\n\u003c/ul>\n\u003cp>\u003cb>That Lady Thing\u003cbr>\n\u003c/b>\u003cspan style=\"font-weight: 400\">In San Francisco, a team of creative women is honoring International Women’s Day on Friday with a three-day art pop-up experience that celebrates women and the struggles they face, from wage inequality to harassment. It’s called That Lady Thing, but it’s not your typical art gallery or museum. Visitors to the event can explore what toxic masculinity smells like or try scaling a corporate climbing wall or grabbing fake bills to remind us of the gender wage gap. Last year, when the event was first held, only adults 21 and older could attend. This year, organizers are opening the doors on Sunday, the last day of the event, to teens 14 and older after they received requests from teens, parents and college students to share That Lady Thing’s blend of satire and visual whimsy to bring feminist statements to a younger audience. \u003c/span>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "Tech, Labor and Newsom Search for Common Ground on the Future of Gig Workers",
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"content": "\u003cp>When can companies in California classify their workers as independent contractors instead of employees?\u003c/p>\n\u003cp>That’s the question that's been hot on the minds of California lawmakers, labor unions and tech companies since April, when the California Supreme Court ruled 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.\u003c/p>\n\u003cp>In \u003cem>Dynamex Operations West, Inc. v. Superior Court\u003c/em>, the state Supreme Court ruled that a worker can be considered a contractor only if:\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch3>\u003ca href=\"https://www.kqed.org/news/11719169/can-gavin-newsom-broker-a-deal-between-gig-workers-tech-and-unions\">The Bay: Can Newsom Broker a Deal Between Gig Workers, Tech and Unions?\u003c/a>\u003c/h3>\n\u003cfigure>\u003ca href=\"https://www.kqed.org/news/11719169/can-gavin-newsom-broker-a-deal-between-gig-workers-tech-and-unions\">\u003cimg src=\"https://ww2.kqed.org/wp-content/uploads/sites/10/2016/08/UberHailing-1920x1372.jpg\" alt=\"\">\u003c/a>\u003c/figure>\n\u003c/aside>\n\u003cp>A. The worker is free from the control and direction of the hirer in connection with the performance of the work.\u003c/p>\n\u003cp>B. The worker performs work that is outside the usual course of the hiring entity’s business.\u003c/p>\n\u003cp>C. The worker is customarily engaged in an independently established trade, occupation, or business.\u003c/p>\n\u003cp>Allan Zaremberg, head of the California Chamber of Commerce, said the ruling puts the Legislature in a unique position. A state law could override the court decision and return California to the pre-Dynamex test for employee status.\u003c/p>\n\u003cp>“The Legislature has never developed a law on who's an employee and who's an independent contractor,\" he said.\u003c/p>\n\u003cp>The court’s decision is especially concerning to tech companies like Uber, Lyft and Instacart, whose businesses rely heavily on a revolving army of contractors. They're among a group of tech firms partnering with the state Chamber of Commerce to \u003ca href=\"https://imindependent.co/\">lobby for legislation\u003c/a> that would loosen restrictions on who could be included as a contractor.\u003c/p>\n\u003cp>Without a new law, these companies would have to abide by the court's guidelines.\u003c/p>\n\u003cp>Uber, which has long been the largest and most influential on-demand gig company in the country, has always insisted that its drivers are not employees. The San Francisco-based company argues that it’s not a taxi company, but rather a tech firm that creates a platform or marketplace to connect riders to independent drivers. In other words, it says, its employees are the people who build its technology, not the one who drive people around.\u003c/p>\n\u003cp>It's the second requirement of the Dynamex ruling that poses the biggest dilemma for big gig-focussed companies like Uber. Because the San Francisco-based firm is in the business of giving rides, and its drivers are the ones who provide them, the company would be hard-pressed, under the court's guidelines, to classify those workers as anything but employees.\u003c/p>\n\u003cp>\"Some companies feel like that test is going to alter their business model, and in some cases that's true,\" said Steve Smith, a spokesman for the California Labor Federation, which would like to see more workers classified as employees.\u003c/p>\n\u003cp>If that presents a hardship for some tech companies, that’s just too bad, Smith added.\u003c/p>\n\u003cp>“If you build your business model based on cheating workers out of protections they deserve. then perhaps those business models shouldn't survive,\" he said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>How a worker is classified determines the type of protections and benefits they're eligible to receive. Employees generally qualify for things like minimum wage guarantees, workers' compensation, unemployment insurance and other benefits. Contractors, who are considered self-employed, aren’t eligible for any of those protections.\u003c/p>\n\u003cp>To that end, Assemblywoman Lorena Gonzalez, D-San Diego, authored \u003ca href=\"http://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=201920200AB5\">AB 5\u003c/a>, a bill that would require companies to follow the court's guidelines. It might not make sense for all workers to be classified as employees, she said, but gig workers still need some protections.\u003c/p>\n\u003cp>“We're having these discussions. We're going to work on this,\" she said. \"But it's really important to remember that we can't just abandon this idea that workers belong in the middle class, that there is no new form of work that is just a side hustle.”\u003c/p>\n\u003cp>Another bill, \u003ca href=\"http://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201920200AB71\" target=\"_blank\" rel=\"noopener\">AB 71, \u003c/a>would roll back the court's recent decision.\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">Uber and other gig companies have taken various steps in recent years to ensure that they can continue categorizing their workers as contractors. In some cases, like New York, they have set up drivers' organizations, which have less power than union organizations. Many workers\u003c/span>\u003cspan style=\"font-weight: 400\"> don’t see this as a sufficient solution.\u003c/span>\u003c/p>\n\u003cp>This fight also places Gov. Gavin Newsom, who received campaign support from both labor and the tech industry, in a particularly tricky position. He contends the issue should have been resolved before it went to court, and has urged both sides to find common ground.\u003c/p>\n\u003cp>He recently said his administration is even considering the creation of a committee to address the issue.\u003c/p>\n\u003cp>\"Because we could have been making determinations before that case ended up at the court,” he said.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>When can companies in California classify their workers as independent contractors instead of employees?\u003c/p>\n\u003cp>That’s the question that's been hot on the minds of California lawmakers, labor unions and tech companies since April, when the California Supreme Court ruled 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.\u003c/p>\n\u003cp>In \u003cem>Dynamex Operations West, Inc. v. Superior Court\u003c/em>, the state Supreme Court ruled that a worker can be considered a contractor only if:\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch3>\u003ca href=\"https://www.kqed.org/news/11719169/can-gavin-newsom-broker-a-deal-between-gig-workers-tech-and-unions\">The Bay: Can Newsom Broker a Deal Between Gig Workers, Tech and Unions?\u003c/a>\u003c/h3>\n\u003cfigure>\u003ca href=\"https://www.kqed.org/news/11719169/can-gavin-newsom-broker-a-deal-between-gig-workers-tech-and-unions\">\u003cimg src=\"https://ww2.kqed.org/wp-content/uploads/sites/10/2016/08/UberHailing-1920x1372.jpg\" alt=\"\">\u003c/a>\u003c/figure>\n\u003c/aside>\n\u003cp>A. The worker is free from the control and direction of the hirer in connection with the performance of the work.\u003c/p>\n\u003cp>B. The worker performs work that is outside the usual course of the hiring entity’s business.\u003c/p>\n\u003cp>C. The worker is customarily engaged in an independently established trade, occupation, or business.\u003c/p>\n\u003cp>Allan Zaremberg, head of the California Chamber of Commerce, said the ruling puts the Legislature in a unique position. A state law could override the court decision and return California to the pre-Dynamex test for employee status.\u003c/p>\n\u003cp>“The Legislature has never developed a law on who's an employee and who's an independent contractor,\" he said.\u003c/p>\n\u003cp>The court’s decision is especially concerning to tech companies like Uber, Lyft and Instacart, whose businesses rely heavily on a revolving army of contractors. They're among a group of tech firms partnering with the state Chamber of Commerce to \u003ca href=\"https://imindependent.co/\">lobby for legislation\u003c/a> that would loosen restrictions on who could be included as a contractor.\u003c/p>\n\u003cp>Without a new law, these companies would have to abide by the court's guidelines.\u003c/p>\n\u003cp>Uber, which has long been the largest and most influential on-demand gig company in the country, has always insisted that its drivers are not employees. The San Francisco-based company argues that it’s not a taxi company, but rather a tech firm that creates a platform or marketplace to connect riders to independent drivers. In other words, it says, its employees are the people who build its technology, not the one who drive people around.\u003c/p>\n\u003cp>It's the second requirement of the Dynamex ruling that poses the biggest dilemma for big gig-focussed companies like Uber. Because the San Francisco-based firm is in the business of giving rides, and its drivers are the ones who provide them, the company would be hard-pressed, under the court's guidelines, to classify those workers as anything but employees.\u003c/p>\n\u003cp>\"Some companies feel like that test is going to alter their business model, and in some cases that's true,\" said Steve Smith, a spokesman for the California Labor Federation, which would like to see more workers classified as employees.\u003c/p>\n\u003cp>If that presents a hardship for some tech companies, that’s just too bad, Smith added.\u003c/p>\n\u003cp>“If you build your business model based on cheating workers out of protections they deserve. then perhaps those business models shouldn't survive,\" he said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>How a worker is classified determines the type of protections and benefits they're eligible to receive. Employees generally qualify for things like minimum wage guarantees, workers' compensation, unemployment insurance and other benefits. Contractors, who are considered self-employed, aren’t eligible for any of those protections.\u003c/p>\n\u003cp>To that end, Assemblywoman Lorena Gonzalez, D-San Diego, authored \u003ca href=\"http://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=201920200AB5\">AB 5\u003c/a>, a bill that would require companies to follow the court's guidelines. It might not make sense for all workers to be classified as employees, she said, but gig workers still need some protections.\u003c/p>\n\u003cp>“We're having these discussions. We're going to work on this,\" she said. \"But it's really important to remember that we can't just abandon this idea that workers belong in the middle class, that there is no new form of work that is just a side hustle.”\u003c/p>\n\u003cp>Another bill, \u003ca href=\"http://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201920200AB71\" target=\"_blank\" rel=\"noopener\">AB 71, \u003c/a>would roll back the court's recent decision.\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">Uber and other gig companies have taken various steps in recent years to ensure that they can continue categorizing their workers as contractors. In some cases, like New York, they have set up drivers' organizations, which have less power than union organizations. Many workers\u003c/span>\u003cspan style=\"font-weight: 400\"> don’t see this as a sufficient solution.\u003c/span>\u003c/p>\n\u003cp>This fight also places Gov. Gavin Newsom, who received campaign support from both labor and the tech industry, in a particularly tricky position. He contends the issue should have been resolved before it went to court, and has urged both sides to find common ground.\u003c/p>\n\u003cp>He recently said his administration is even considering the creation of a committee to address the issue.\u003c/p>\n\u003cp>\"Because we could have been making determinations before that case ended up at the court,” he said.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"disqusTitle": "The Life of a Bay Area On-Demand Super Commuter",
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"content": "\u003cp>There’s one thing 32-year-old Jodie Collins always keeps in the trunk of her car: a blanket. That’s because sometimes, in the middle of her marathon workdays, she needs to take a little nap so she can keep on going.\u003c/p>\n\u003cp>For the last three years, Collins has commuted nearly two hours each way from Sacramento to San Francisco on weekends to work as a mobile stylist. She gets gigs doing hair and makeup for clients through apps like Glamsquad and StyleBee. Between appointments, she drives for Lyft.\u003c/p>\n\u003cp>\"I work 18-hour days sometimes on Saturdays to make the long drive into the city worth it,\" she explains.\u003c/p>\n\u003cp>This cobbling together of gig work to make a living is a reality for a growing number of people like Collins. They're super commuters, traveling more than 90 minutes for work each day.\u003c/p>\n\u003caside class=\"pullquote alignright\">'Highs are really, really high, but lows can be really low with these apps. At the end of the day, the pressure all falls on you.'\u003ccite>Jodie Collins\u003c/cite>\u003c/aside>\n\u003cp>San Francisco is an especially popular place to find these types of jobs because people who can afford to live in the city are more likely to use on-demand services. The irony is that those who perform these services often cannot afford to live in the city, so they commute from more affordable places, like Modesto, Stockton and Sacramento.\u003c/p>\n\u003ch3>The 18-Hour Workday\u003c/h3>\n\u003cp>On a typical Saturday, Collins wakes up at 4:45 a.m. She arrives in San Francisco by 8 a.m. for her first gig. The day I met with her, she was doing hair for a wedding party. Collins says she typically packs in as many clients as she can to make the trip worthwhile.\u003c/p>\n\u003cp>At around 6 p.m. she stops styling hair and starts driving people around the city until midnight. Sometimes, she admits, the pay isn’t worth it. People have thrown up in her car, and sometimes she worries about her safety.\u003c/p>\n\u003cp>“The drunker people get, the more issues you run into,\" she says.\u003c/p>\n\u003cp>After Collins finishes driving for Lyft, she either crashes in the city for the night or heads back to Sacramento. She often gets into bed around 2:30 a.m., nearly 24 hours after she first woke up.\u003c/p>\n\u003cp>This isn’t the life she envisioned for herself.\u003c/p>\n\u003cp>“I’ve got really, really, really big dreams,” says Collins. “As an entrepreneur, I have big dreams for a business called Jodie’s Little Gems.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>From the time she was a teenager, Collins dreamt of being a stylist. But with $20,000 in cosmetology debt looming over her head, Collins is just trying to stay afloat.\u003c/p>\n\u003cp>“Highs are really, really high, but lows can be really low with these apps,” she says. “At the end of the day the pressure all falls on you.”\u003c/p>\n\u003cp>Collins has gotten speeding and carpool lane violation tickets, and once her car was stolen while she was doing hair for a bridal party. What’s more, some of the apps charge her if she misses an appointment.\u003c/p>\n\u003cp>\"People like me really do need a little stability and help. Health care is expensive. Taxes are expensive,\" she says.\u003c/p>\n\u003cp>A full-time job offers a stable income and insurance, but it won’t give her the flexibility she needs to take care of one of the most important people in her life, her older brother, Jeffrey.\u003c/p>\n\u003cp>“He’s had over 28 brain surgeries,” Collins says. “Nine hip and femur surgeries. His cerebral palsy was so bad at some point it was just curling his legs and making them go [cross-legged].”\u003c/p>\n\u003ch2>Jeffrey\u003c/h2>\n\u003cp>Jeffrey, who is now 40 years old, was not supposed to survive birth. When Collins' mom was pregnant with him, she developed listeriosis, an intense bacterial infection that can cause birth defects.\u003c/p>\n\u003cfigure id=\"attachment_11708741\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11708741\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/11/JodieAndJeffrey-800x525.jpg\" alt=\"Jodie commutes to San Francisco on weekends to work 18-hour-days so that she can be there to take care of her brother Jeffrey during the week. \" width=\"800\" height=\"525\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/11/JodieAndJeffrey-800x525.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/11/JodieAndJeffrey-160x105.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/11/JodieAndJeffrey-1020x669.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2018/11/JodieAndJeffrey-1200x787.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2018/11/JodieAndJeffrey.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Jodie commutes to San Francisco on weekends to work 18-hour days so that she can be there to take care of her brother, Jeffrey, during the week. \u003ccite>(Sam Harnett/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>For most of his life, Jeffrey has been in and out of the ICU, which means for Collins, holding down a full-time job is nearly impossible. She says she’s lost many jobs because she had to abruptly leave work to help her brother or her mom, who recently had a double mastectomy. Her father is also struggling. He recently had quadruple bypass surgery.\u003c/p>\n\u003cp>\"I felt a very strong obligation to him,\" says Collins, about her brother. \"It was always like he’s going to die. They prepare us for death. It made me so strong. I am not scared of much these days.\"\u003c/p>\n\u003cp>Jeffrey spends his life in a daybed. Collins helps change his diapers and move him to refresh the bedding. Jeffrey can’t say much, but he loves music. He has a radio on the table in front of him. He turns the dial in search of the songs he likes. When he finds one, he dances with his hands.\u003c/p>\n\u003cp>Collins sometimes wonders where her career would be if she didn’t have so much responsibility at home. She thinks she might have been a little farther along, or at least not in so much debt — in a place where she didn’t have to rely on gigs.\u003c/p>\n\u003cp>“I think I would have been better off in a certain sense,” Collins says. “But then again not, because I wouldn’t be the actual person with the morals and values and goals and work ethic I have.”\u003c/p>\n\u003cp>What Collins does wish is that she didn’t have to choose between being there for her brother and having a full-time job. As long as that’s the case, she’ll keep being an on-demand super commuter, heading to the Bay Area every weekend to make ends meet.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>There’s one thing 32-year-old Jodie Collins always keeps in the trunk of her car: a blanket. That’s because sometimes, in the middle of her marathon workdays, she needs to take a little nap so she can keep on going.\u003c/p>\n\u003cp>For the last three years, Collins has commuted nearly two hours each way from Sacramento to San Francisco on weekends to work as a mobile stylist. She gets gigs doing hair and makeup for clients through apps like Glamsquad and StyleBee. Between appointments, she drives for Lyft.\u003c/p>\n\u003cp>\"I work 18-hour days sometimes on Saturdays to make the long drive into the city worth it,\" she explains.\u003c/p>\n\u003cp>This cobbling together of gig work to make a living is a reality for a growing number of people like Collins. They're super commuters, traveling more than 90 minutes for work each day.\u003c/p>\n\u003caside class=\"pullquote alignright\">'Highs are really, really high, but lows can be really low with these apps. At the end of the day, the pressure all falls on you.'\u003ccite>Jodie Collins\u003c/cite>\u003c/aside>\n\u003cp>San Francisco is an especially popular place to find these types of jobs because people who can afford to live in the city are more likely to use on-demand services. The irony is that those who perform these services often cannot afford to live in the city, so they commute from more affordable places, like Modesto, Stockton and Sacramento.\u003c/p>\n\u003ch3>The 18-Hour Workday\u003c/h3>\n\u003cp>On a typical Saturday, Collins wakes up at 4:45 a.m. She arrives in San Francisco by 8 a.m. for her first gig. The day I met with her, she was doing hair for a wedding party. Collins says she typically packs in as many clients as she can to make the trip worthwhile.\u003c/p>\n\u003cp>At around 6 p.m. she stops styling hair and starts driving people around the city until midnight. Sometimes, she admits, the pay isn’t worth it. People have thrown up in her car, and sometimes she worries about her safety.\u003c/p>\n\u003cp>“The drunker people get, the more issues you run into,\" she says.\u003c/p>\n\u003cp>After Collins finishes driving for Lyft, she either crashes in the city for the night or heads back to Sacramento. She often gets into bed around 2:30 a.m., nearly 24 hours after she first woke up.\u003c/p>\n\u003cp>This isn’t the life she envisioned for herself.\u003c/p>\n\u003cp>“I’ve got really, really, really big dreams,” says Collins. “As an entrepreneur, I have big dreams for a business called Jodie’s Little Gems.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>From the time she was a teenager, Collins dreamt of being a stylist. But with $20,000 in cosmetology debt looming over her head, Collins is just trying to stay afloat.\u003c/p>\n\u003cp>“Highs are really, really high, but lows can be really low with these apps,” she says. “At the end of the day the pressure all falls on you.”\u003c/p>\n\u003cp>Collins has gotten speeding and carpool lane violation tickets, and once her car was stolen while she was doing hair for a bridal party. What’s more, some of the apps charge her if she misses an appointment.\u003c/p>\n\u003cp>\"People like me really do need a little stability and help. Health care is expensive. Taxes are expensive,\" she says.\u003c/p>\n\u003cp>A full-time job offers a stable income and insurance, but it won’t give her the flexibility she needs to take care of one of the most important people in her life, her older brother, Jeffrey.\u003c/p>\n\u003cp>“He’s had over 28 brain surgeries,” Collins says. “Nine hip and femur surgeries. His cerebral palsy was so bad at some point it was just curling his legs and making them go [cross-legged].”\u003c/p>\n\u003ch2>Jeffrey\u003c/h2>\n\u003cp>Jeffrey, who is now 40 years old, was not supposed to survive birth. When Collins' mom was pregnant with him, she developed listeriosis, an intense bacterial infection that can cause birth defects.\u003c/p>\n\u003cfigure id=\"attachment_11708741\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11708741\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/11/JodieAndJeffrey-800x525.jpg\" alt=\"Jodie commutes to San Francisco on weekends to work 18-hour-days so that she can be there to take care of her brother Jeffrey during the week. \" width=\"800\" height=\"525\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/11/JodieAndJeffrey-800x525.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/11/JodieAndJeffrey-160x105.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/11/JodieAndJeffrey-1020x669.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2018/11/JodieAndJeffrey-1200x787.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2018/11/JodieAndJeffrey.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Jodie commutes to San Francisco on weekends to work 18-hour days so that she can be there to take care of her brother, Jeffrey, during the week. \u003ccite>(Sam Harnett/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>For most of his life, Jeffrey has been in and out of the ICU, which means for Collins, holding down a full-time job is nearly impossible. She says she’s lost many jobs because she had to abruptly leave work to help her brother or her mom, who recently had a double mastectomy. Her father is also struggling. He recently had quadruple bypass surgery.\u003c/p>\n\u003cp>\"I felt a very strong obligation to him,\" says Collins, about her brother. \"It was always like he’s going to die. They prepare us for death. It made me so strong. I am not scared of much these days.\"\u003c/p>\n\u003cp>Jeffrey spends his life in a daybed. Collins helps change his diapers and move him to refresh the bedding. Jeffrey can’t say much, but he loves music. He has a radio on the table in front of him. He turns the dial in search of the songs he likes. When he finds one, he dances with his hands.\u003c/p>\n\u003cp>Collins sometimes wonders where her career would be if she didn’t have so much responsibility at home. She thinks she might have been a little farther along, or at least not in so much debt — in a place where she didn’t have to rely on gigs.\u003c/p>\n\u003cp>“I think I would have been better off in a certain sense,” Collins says. “But then again not, because I wouldn’t be the actual person with the morals and values and goals and work ethic I have.”\u003c/p>\n\u003cp>What Collins does wish is that she didn’t have to choose between being there for her brother and having a full-time job. As long as that’s the case, she’ll keep being an on-demand super commuter, heading to the Bay Area every weekend to make ends meet.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>A week after two-thirds of San Francisco’s taxi fleet was \u003ca href=\"https://www.kqed.org/news/11699586/many-s-f-cabbies-are-losing-one-of-the-last-places-they-might-make-a-buck\" rel=\"noopener\" target=\"_blank\">barred\u003c/a> from picking up passengers at SFO, officials \u003ca href=\"http://bit.ly/fioretaxis\" target=\"_blank\" rel=\"noopener\">banned cab drivers from organizing\u003c/a> at the airport.\u003c/p>\n\u003cp>Drivers say that officials are clamping down on their First Amendment rights, but an SFO statement said the airport is not intended for “free speech activities.”\u003c/p>\n\u003cp>While Uber and Lyft drivers are subject to the same rules banning organizing, ride service drivers can still pick up passengers at the airport.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A week after two-thirds of San Francisco’s taxi fleet was \u003ca href=\"https://www.kqed.org/news/11699586/many-s-f-cabbies-are-losing-one-of-the-last-places-they-might-make-a-buck\" rel=\"noopener\" target=\"_blank\">barred\u003c/a> from picking up passengers at SFO, officials \u003ca href=\"http://bit.ly/fioretaxis\" target=\"_blank\" rel=\"noopener\">banned cab drivers from organizing\u003c/a> at the airport.\u003c/p>\n\u003cp>Drivers say that officials are clamping down on their First Amendment rights, but an SFO statement said the airport is not intended for “free speech activities.”\u003c/p>\n\u003cp>While Uber and Lyft drivers are subject to the same rules banning organizing, ride service drivers can still pick up passengers at the airport.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>[dropcap]A[/dropcap]ntonio Yon brought a stack of folded notes to Tuesday night’s meeting. The San Francisco Municipal Transportation Agency was planning to vote on changes to the taxi industry, and that vote would have a major impact on Yon’s life. He’s a cab driver, and in his notes, he had written down what has happened to him since the rise of Uber and Lyft seven years ago.\u003c/p>\n\u003cp>When Yon’s turn to speak came, he went up to a podium in the center of the room. The seven members of the SFMTA board sat above him in a semicircle on a raised platform. Behind him were rows of cab drivers who were in a similar position — workers who say they’ve been crushed in a \"disrupted\" industry. Yon shifted uncomfortably before he began speaking. He had just two minutes to tell his story. The clock was already ticking.\u003c/p>\n\u003cp>Yon is one of hundreds of cab drivers who went to City Hall on Tuesday to protest. The SFMTA was considering three proposals: to decommission medallions from drivers who acquired them before 1978, to only let drivers who purchased $250,000 medallions after 2010 to pick up passengers at San Francisco International Airport and to allow corporations to buy medallions. Most of the drivers at the meeting opposed all three proposals. But the protest was about much more than that.\u003c/p>\n\u003cp>Since 2012, when companies like Uber and Lyft began operating in San Francisco without buying medallions, taxi drivers have come to protest at City Hall. They surround the building with their cabs. They honk. They carry signs. They go to meetings. Their demands have been fairly constant: for the city to regulate Uber and Lyft the way it regulates taxis.\u003c/p>\n\u003cp>\u003cstrong>When a Taxi Company Becomes a Tech Company\u003c/strong>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>San Francisco had an opportunity to regulate Uber, Lyft and the now-defunct Sidecar when the companies started putting vehicles on the street in 2012. Cab drivers argued they were driving illegally, and they pushed for police to hand out tickets. They pointed out how Uber had actually launched the company with the name “Ubercab,” suggesting that it at first saw itself as a cab company. But the city chose to be hands off. It did not intervene in a service that consumers were quickly falling in love with.\u003c/p>\n\u003cp>Mayor Ed Lee embraced the companies. The mayor declared July 13, 2013 as “Lyft Day” in San Francisco. Ed Reiskin, the SFMTA's chief, was quoted \u003ca href=\"https://books.google.com/books?id=lzRtDwAAQBAJ&pg=PA109&lpg=PA109&dq=%22was+fairly+clear+that+city+hall+didn%E2%80%99t+want+us+to+step+in+and+do+so%22&source=bl&ots=USAFQ1u9Od&sig=DzJV5R-WBS70ae1yi-jOtyP2Jik&hl=en&sa=X&ved=2ahUKEwjy-Nz-q47eAhWDJDQIHdfkChwQ6AEwAHoECAIQAQ#v=onepage&q=%22was%20fairly%20clear%20that%20city%20hall%20didn%E2%80%99t%20want%20us%20to%20step%20in%20and%20do%20so%22&f=false\">in a later interview\u003c/a> saying the agency took no action because it “was fairly clear that City Hall didn’t want us to step in and do so.”\u003c/p>\n\u003cfigure id=\"attachment_11699608\" class=\"wp-caption alignright\" style=\"max-width: 356px\">\u003cimg class=\"wp-image-11699608 size-full\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/10/LYFTDAY2013-e1539819865173.png\" alt=\"\" width=\"356\" height=\"532\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/10/LYFTDAY2013-e1539819865173.png 356w, https://ww2.kqed.org/app/uploads/sites/10/2018/10/LYFTDAY2013-e1539819865173-160x239.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/10/LYFTDAY2013-e1539819865173-240x359.png 240w\" sizes=\"(max-width: 356px) 100vw, 356px\">\u003cfigcaption class=\"wp-caption-text\">The late Mayor Ed Lee dedicated a day to Lyft in 2013.\u003c/figcaption>\u003c/figure>\n\u003cp>In the meantime, the California Public Utilities Commission began to assert its authority to regulate the companies as transportation carriers. The commission issued cease-and-desist letters to Uber, Lyft and Sidecar in 2012 and, when they refused to comply, issued citations against them.\u003c/p>\n\u003cp>The CPUC's effort led to formal regulations adopted in July 2013 which dubbed Uber and Lyft as \u003ca href=\"https://techcrunch.com\">“Transportation Network Companies.\"\u003c/a> This meant they would be held to a different set of rules and regulations than taxis.\u003c/p>\n\u003cp>\u003cstrong>Disruption of an Industry\u003c/strong>\u003c/p>\n\u003cp>Because Uber and Lyft do not have to be locally licensed -- in San Francisco, that means drivers don't have to buy taxi medallions -- they have been able to put as many cars on the road as they like. Both companies quickly burned through venture capital to sign up drivers, keep fares low and gobble up as much market share as possible.\u003c/p>\n\u003cp>Meanwhile, San Francisco was selling as many medallions as it could to taxi drivers in order to help make up transit budget deficits incurred during the 2008 financial crisis.\u003c/p>\n\u003cp>The story since 2013 has been one of rapid decline for the taxi industry and the drivers who work in it. Their incomes have continued to plummet, putting emotional and physical stress on drivers.\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/11694401/san-francisco-made-millions-selling-taxi-medallions-now-drivers-are-paying-the-price\">KQED recently interviewed\u003c/a> the family of a Edward Agababian, a driver who died on the job from a torn aorta. His family believes his health troubles were a direct result of the stress and burden of carrying the debt of his medallion. The livelihoods and retirement plans of drivers like Agababian have been destroyed.\u003c/p>\n\u003cp>The meltdown of the medallion system and the effect on drivers is what the taxi drivers came out Tuesday night to protest.\u003c/p>\n\u003cp>\u003cstrong>Different Rules for Different Drivers\u003c/strong>\u003c/p>\n\u003cp>Before the lengthy public comment period at the SFMTA meeting, Kate Toran, head of taxis and accessibility for the city, gave a presentation about the three proposals.\u003c/p>\n\u003cp>To justify the measures, Toran referred often to \u003ca href=\"https://www.sfmta.com/reports/pfmschaller-taxi-industry-report-evaluation-and-recommendations-improve-health-taxi-industry\" target=\"_blank\" rel=\"noopener noreferrer\">a report\u003c/a> released earlier this year to try to revitalize the city's taxi industry. Many of its proposals hinge on San Francisco's unique medallion structure.\u003c/p>\n\u003cp>San Francisco has three kinds of medallions. There are the \"Pre-K\" medallions issued before 1978, which could be bought by any individual or corporation. After Proposition K passed in 1978, medallions could only be acquired by those who were driving 800 hours a year. They were awarded by seniority and drivers would sit on a waiting list for 10 or 15 years to get one. Then in 2010, the city \"monetized\" the medallions, selling them for $250,000 a piece.\u003c/p>\n\u003cp>Toran said the proposals were geared to help the drivers hit hardest financially — those in the last category who have paid $250,000 for a medallion. The hope was that limiting the supply of cabs on the road and at the airport would increase revenue for the cab drivers who paid the most for their medallions.\u003c/p>\n\u003cp>The SFMTA had held a meeting about a month prior to this one, in which cab drivers were asked for their input on some of these proposals. Toran said that a majority of the drivers at that meeting supported restricting which cabs could pick passengers up at the airport.\u003c/p>\n\u003cp>Toran said leaving the status quo would be doing a disservice to the medallion holders. Over 150 drivers have already defaulted on their medallion loans.\u003c/p>\n\u003cp>\u003cstrong>The Elephant in the Room \u003c/strong>\u003c/p>\n\u003cp>By the time Toran had completed her presentation, almost a hundred cab drivers had signed up to speak in the public comment period. When they got to the podium, they told stories of plummeting income. Of defaulting on loans. Of losing houses. Frequently the room erupted in applause.\u003c/p>\n\u003cp>Cheryl Brinkman, chair of the SFMTA board, repeatedly told the audience to be quiet and threatened to clear the room. She asked the drivers to shake their hands in the air if they approved of what was being said. If they disapproved, they were asked to give a thumbs down. For the rest of the night, the cab drivers gestured in unison, moving their bodies so emphatically that they filled the room with the sound of squeaking chairs.\u003c/p>\n\u003cp>Most of the drivers at the meeting wanted the SFMTA to reject the three proposed changes: to allow corporations to buy medallions, to decommission the \"pre-K\" medallions purchased before 1978, and to only allow those who have purchased medallions after 2010 to pick up passengers at the airport.\u003c/p>\n\u003cp>Several cab drivers said that these proposals were not addressing the elephant in the room: the failure to regulate Uber and Lyft.\u003c/p>\n\u003cp>Even drivers who might benefit from the city restricting the number of taxis at the airport, like Harbir Batth, were against the proposal.\u003c/p>\n\u003cp>“It’s a wrong policy,” Batth said, “I see it as a discriminatory practice from the MTA. They’re trying to divide us.”\u003c/p>\n\u003cp>Batth is one of the more than 700 drivers who bought a medallion for $250,000. \u003ca href=\"https://www.kqed.org/news/10693923/for-san-francisco-cab-drivers-once-treasured-medallions-now-a-burden\">KQED interviewed him three years ago\u003c/a> about his predicament. He is still in the same situation: paying a loan on a medallion that no one wants to buy.\u003c/p>\n\u003cp>Stewart Rosen has driven a cab for more than 40 years and has a medallion, which under the new rules, can no longer be used to pick passengers up at the airport. “Not only did the city not regulate Uber,” he says, “now they're going to take a dagger and shove it right through my chest after all the service I gave.”\u003c/p>\n\u003cp>Most drivers at the meeting had a simple request: for the city to either find some way to regulate Uber and Lyft or to buy back their medallions.\u003c/p>\n\u003cp>\u003cstrong>Defiance of the Supervisors\u003c/strong>\u003c/p>\n\u003cp>In the morning before the SFMTA meeting, five supervisors sent a letter to the MTA stating that they did not support restricting which cabs can pick up at the airport nor decommissioning medallions purchased before 1978.\u003c/p>\n\u003cp>\"In light of serious concerns raised by impacted stakeholders,\" the letter stated, \"and the lack of analysis to inform the debate surrounding likely effects, [...] we cannot support at this time the staff proposals.\"\u003c/p>\n\u003cp>The letter was signed by Supervisors Aaron Peskin, Rafael Mandelman, Sandra Lee Fewer, Norman Yee and Hillary Ronen.\u003c/p>\n\u003cp>“It is not lost on the signatories to this letter that these proposed reforms arrive on the same day as the Transportation Authority’s report showing that Transportation Network Companies like Uber and Lyft \u003ca href=\"https://www.kqed.org/news/11699063/city-analysis-uber-lyft-are-biggest-contributors-to-slowdown-in-s-f-traffic\">account for over 50 percent\u003c/a> of the increase in congestion between 2010 and 2016, and that the city’s inability to adequately regulate TNC’s has contributed greatly to the plight of taxi medallion holders.”\u003c/p>\n\u003cp>Mayor London Breed has been silent on this issue, and her office has not responded to multiple requests for comment.\u003c/p>\n\u003cp>Despite the letter from supervisors and complaints from cab drivers, the SFMTA board decided to pass the proposals that would allow corporations to buy medallions and to limit which drivers could pick passengers up at the airport. Drivers were livid. Several said that this is the final blow and that the taxi industry is now officially dead.\u003c/p>\n\u003cp>It is not clear how this policy will be enforced. Drivers with medallions acquired before 2010 will still be able to drop off passengers at the airport, but then they will have to leave without picking anyone up. Drivers said that it is not worth driving at all if they can’t go to the airport.\u003c/p>\n\u003cp>Already, many medallions are not out on the road -- a \u003ca href=\"https://www.sfcta.org/sites/default/files/content/Planning/TNCs/TNCs_Today_112917.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">2017 San Francisco County Transportation Authority analysis\u003c/a> concluded that even at the busiest times, about 400 to 500 taxis are on the streets compared to as many as 6,500 Uber and Lyft vehicles.\u003c/p>\n\u003cp>It's unclear what this new proposal will do to the fleet or the number of cabs on the street. The fewer drivers on the street, the fewer workers there would be to collectively push for reforms in the industry.\u003c/p>\n\u003cp>It is also unclear what effect it will have on drivers who can still pick passengers up at the airport. The SFMTA's report on revitalizing the industry forecasts they will see an uptick in their earnings. But with the ever-changing situation with Lyft and Uber, certainty has become a rare thing in the industry.\u003c/p>\n\u003cp>\u003cstrong>Time's Up\u003c/strong>\u003c/p>\n\u003cp>It was fairly early in the night when cab driver Antonio Yon got the chance to speak. He spoke quietly and gripped the edges of the podium.\u003c/p>\n\u003cp>\"There was no business out there for me,\" Yon said.\u003c/p>\n\u003cp>Yon had a mortgage, but in recent years he said he couldn’t make the payments.\u003c/p>\n\u003cp>\"I was getting lots of nasty calls from the bank,” he said. Yon just wasn’t earning enough money on the road to keep his house. Yon said he's homeless now. The only reason he isn’t on the street is because he found a tiny place in Chinatown to stay in temporarily.\u003c/p>\n\u003cp>Yon’s voice began to break as he got to this point in the story. “I was very desperate. I was about to commit suicide,” he said.\u003c/p>\n\u003cp>The entire room was silent. Yon took a few seconds to compose himself. He was starting to talk about what he wanted from the SFMTA. An electric bell sounded. His time was up. \"I have to survive,\" was the last thing he said.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>Yon gathered his papers and walked straight to the back of the room. Another driver, Inder Jitghotra, stood up and touched Yon’s shoulder. Jitghotra’s family owns six medallions and is on the edge of bankruptcy. Yon stood very still, clutching his notes. He stared straight ahead as another driver walked up to the podium to tell his story.\u003c/p>\n\n",
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"excerpt": "The San Francisco Municipal Transit Agency voted to bar more than half of the city's cab drivers from picking up passengers at SFO.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003c/p>\u003cp>\u003cspan class=\"utils-parseShortcode-shortcodes-__dropcapShortcode__dropcap\">A\u003c/span>\u003c/p>\u003cp>ntonio Yon brought a stack of folded notes to Tuesday night’s meeting. The San Francisco Municipal Transportation Agency was planning to vote on changes to the taxi industry, and that vote would have a major impact on Yon’s life. He’s a cab driver, and in his notes, he had written down what has happened to him since the rise of Uber and Lyft seven years ago.\u003c/p>\n\u003cp>When Yon’s turn to speak came, he went up to a podium in the center of the room. The seven members of the SFMTA board sat above him in a semicircle on a raised platform. Behind him were rows of cab drivers who were in a similar position — workers who say they’ve been crushed in a \"disrupted\" industry. Yon shifted uncomfortably before he began speaking. He had just two minutes to tell his story. The clock was already ticking.\u003c/p>\n\u003cp>Yon is one of hundreds of cab drivers who went to City Hall on Tuesday to protest. The SFMTA was considering three proposals: to decommission medallions from drivers who acquired them before 1978, to only let drivers who purchased $250,000 medallions after 2010 to pick up passengers at San Francisco International Airport and to allow corporations to buy medallions. Most of the drivers at the meeting opposed all three proposals. But the protest was about much more than that.\u003c/p>\n\u003cp>Since 2012, when companies like Uber and Lyft began operating in San Francisco without buying medallions, taxi drivers have come to protest at City Hall. They surround the building with their cabs. They honk. They carry signs. They go to meetings. Their demands have been fairly constant: for the city to regulate Uber and Lyft the way it regulates taxis.\u003c/p>\n\u003cp>\u003cstrong>When a Taxi Company Becomes a Tech Company\u003c/strong>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>San Francisco had an opportunity to regulate Uber, Lyft and the now-defunct Sidecar when the companies started putting vehicles on the street in 2012. Cab drivers argued they were driving illegally, and they pushed for police to hand out tickets. They pointed out how Uber had actually launched the company with the name “Ubercab,” suggesting that it at first saw itself as a cab company. But the city chose to be hands off. It did not intervene in a service that consumers were quickly falling in love with.\u003c/p>\n\u003cp>Mayor Ed Lee embraced the companies. The mayor declared July 13, 2013 as “Lyft Day” in San Francisco. Ed Reiskin, the SFMTA's chief, was quoted \u003ca href=\"https://books.google.com/books?id=lzRtDwAAQBAJ&pg=PA109&lpg=PA109&dq=%22was+fairly+clear+that+city+hall+didn%E2%80%99t+want+us+to+step+in+and+do+so%22&source=bl&ots=USAFQ1u9Od&sig=DzJV5R-WBS70ae1yi-jOtyP2Jik&hl=en&sa=X&ved=2ahUKEwjy-Nz-q47eAhWDJDQIHdfkChwQ6AEwAHoECAIQAQ#v=onepage&q=%22was%20fairly%20clear%20that%20city%20hall%20didn%E2%80%99t%20want%20us%20to%20step%20in%20and%20do%20so%22&f=false\">in a later interview\u003c/a> saying the agency took no action because it “was fairly clear that City Hall didn’t want us to step in and do so.”\u003c/p>\n\u003cfigure id=\"attachment_11699608\" class=\"wp-caption alignright\" style=\"max-width: 356px\">\u003cimg class=\"wp-image-11699608 size-full\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/10/LYFTDAY2013-e1539819865173.png\" alt=\"\" width=\"356\" height=\"532\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/10/LYFTDAY2013-e1539819865173.png 356w, https://ww2.kqed.org/app/uploads/sites/10/2018/10/LYFTDAY2013-e1539819865173-160x239.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/10/LYFTDAY2013-e1539819865173-240x359.png 240w\" sizes=\"(max-width: 356px) 100vw, 356px\">\u003cfigcaption class=\"wp-caption-text\">The late Mayor Ed Lee dedicated a day to Lyft in 2013.\u003c/figcaption>\u003c/figure>\n\u003cp>In the meantime, the California Public Utilities Commission began to assert its authority to regulate the companies as transportation carriers. The commission issued cease-and-desist letters to Uber, Lyft and Sidecar in 2012 and, when they refused to comply, issued citations against them.\u003c/p>\n\u003cp>The CPUC's effort led to formal regulations adopted in July 2013 which dubbed Uber and Lyft as \u003ca href=\"https://techcrunch.com\">“Transportation Network Companies.\"\u003c/a> This meant they would be held to a different set of rules and regulations than taxis.\u003c/p>\n\u003cp>\u003cstrong>Disruption of an Industry\u003c/strong>\u003c/p>\n\u003cp>Because Uber and Lyft do not have to be locally licensed -- in San Francisco, that means drivers don't have to buy taxi medallions -- they have been able to put as many cars on the road as they like. Both companies quickly burned through venture capital to sign up drivers, keep fares low and gobble up as much market share as possible.\u003c/p>\n\u003cp>Meanwhile, San Francisco was selling as many medallions as it could to taxi drivers in order to help make up transit budget deficits incurred during the 2008 financial crisis.\u003c/p>\n\u003cp>The story since 2013 has been one of rapid decline for the taxi industry and the drivers who work in it. Their incomes have continued to plummet, putting emotional and physical stress on drivers.\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/11694401/san-francisco-made-millions-selling-taxi-medallions-now-drivers-are-paying-the-price\">KQED recently interviewed\u003c/a> the family of a Edward Agababian, a driver who died on the job from a torn aorta. His family believes his health troubles were a direct result of the stress and burden of carrying the debt of his medallion. The livelihoods and retirement plans of drivers like Agababian have been destroyed.\u003c/p>\n\u003cp>The meltdown of the medallion system and the effect on drivers is what the taxi drivers came out Tuesday night to protest.\u003c/p>\n\u003cp>\u003cstrong>Different Rules for Different Drivers\u003c/strong>\u003c/p>\n\u003cp>Before the lengthy public comment period at the SFMTA meeting, Kate Toran, head of taxis and accessibility for the city, gave a presentation about the three proposals.\u003c/p>\n\u003cp>To justify the measures, Toran referred often to \u003ca href=\"https://www.sfmta.com/reports/pfmschaller-taxi-industry-report-evaluation-and-recommendations-improve-health-taxi-industry\" target=\"_blank\" rel=\"noopener noreferrer\">a report\u003c/a> released earlier this year to try to revitalize the city's taxi industry. Many of its proposals hinge on San Francisco's unique medallion structure.\u003c/p>\n\u003cp>San Francisco has three kinds of medallions. There are the \"Pre-K\" medallions issued before 1978, which could be bought by any individual or corporation. After Proposition K passed in 1978, medallions could only be acquired by those who were driving 800 hours a year. They were awarded by seniority and drivers would sit on a waiting list for 10 or 15 years to get one. Then in 2010, the city \"monetized\" the medallions, selling them for $250,000 a piece.\u003c/p>\n\u003cp>Toran said the proposals were geared to help the drivers hit hardest financially — those in the last category who have paid $250,000 for a medallion. The hope was that limiting the supply of cabs on the road and at the airport would increase revenue for the cab drivers who paid the most for their medallions.\u003c/p>\n\u003cp>The SFMTA had held a meeting about a month prior to this one, in which cab drivers were asked for their input on some of these proposals. Toran said that a majority of the drivers at that meeting supported restricting which cabs could pick passengers up at the airport.\u003c/p>\n\u003cp>Toran said leaving the status quo would be doing a disservice to the medallion holders. Over 150 drivers have already defaulted on their medallion loans.\u003c/p>\n\u003cp>\u003cstrong>The Elephant in the Room \u003c/strong>\u003c/p>\n\u003cp>By the time Toran had completed her presentation, almost a hundred cab drivers had signed up to speak in the public comment period. When they got to the podium, they told stories of plummeting income. Of defaulting on loans. Of losing houses. Frequently the room erupted in applause.\u003c/p>\n\u003cp>Cheryl Brinkman, chair of the SFMTA board, repeatedly told the audience to be quiet and threatened to clear the room. She asked the drivers to shake their hands in the air if they approved of what was being said. If they disapproved, they were asked to give a thumbs down. For the rest of the night, the cab drivers gestured in unison, moving their bodies so emphatically that they filled the room with the sound of squeaking chairs.\u003c/p>\n\u003cp>Most of the drivers at the meeting wanted the SFMTA to reject the three proposed changes: to allow corporations to buy medallions, to decommission the \"pre-K\" medallions purchased before 1978, and to only allow those who have purchased medallions after 2010 to pick up passengers at the airport.\u003c/p>\n\u003cp>Several cab drivers said that these proposals were not addressing the elephant in the room: the failure to regulate Uber and Lyft.\u003c/p>\n\u003cp>Even drivers who might benefit from the city restricting the number of taxis at the airport, like Harbir Batth, were against the proposal.\u003c/p>\n\u003cp>“It’s a wrong policy,” Batth said, “I see it as a discriminatory practice from the MTA. They’re trying to divide us.”\u003c/p>\n\u003cp>Batth is one of the more than 700 drivers who bought a medallion for $250,000. \u003ca href=\"https://www.kqed.org/news/10693923/for-san-francisco-cab-drivers-once-treasured-medallions-now-a-burden\">KQED interviewed him three years ago\u003c/a> about his predicament. He is still in the same situation: paying a loan on a medallion that no one wants to buy.\u003c/p>\n\u003cp>Stewart Rosen has driven a cab for more than 40 years and has a medallion, which under the new rules, can no longer be used to pick passengers up at the airport. “Not only did the city not regulate Uber,” he says, “now they're going to take a dagger and shove it right through my chest after all the service I gave.”\u003c/p>\n\u003cp>Most drivers at the meeting had a simple request: for the city to either find some way to regulate Uber and Lyft or to buy back their medallions.\u003c/p>\n\u003cp>\u003cstrong>Defiance of the Supervisors\u003c/strong>\u003c/p>\n\u003cp>In the morning before the SFMTA meeting, five supervisors sent a letter to the MTA stating that they did not support restricting which cabs can pick up at the airport nor decommissioning medallions purchased before 1978.\u003c/p>\n\u003cp>\"In light of serious concerns raised by impacted stakeholders,\" the letter stated, \"and the lack of analysis to inform the debate surrounding likely effects, [...] we cannot support at this time the staff proposals.\"\u003c/p>\n\u003cp>The letter was signed by Supervisors Aaron Peskin, Rafael Mandelman, Sandra Lee Fewer, Norman Yee and Hillary Ronen.\u003c/p>\n\u003cp>“It is not lost on the signatories to this letter that these proposed reforms arrive on the same day as the Transportation Authority’s report showing that Transportation Network Companies like Uber and Lyft \u003ca href=\"https://www.kqed.org/news/11699063/city-analysis-uber-lyft-are-biggest-contributors-to-slowdown-in-s-f-traffic\">account for over 50 percent\u003c/a> of the increase in congestion between 2010 and 2016, and that the city’s inability to adequately regulate TNC’s has contributed greatly to the plight of taxi medallion holders.”\u003c/p>\n\u003cp>Mayor London Breed has been silent on this issue, and her office has not responded to multiple requests for comment.\u003c/p>\n\u003cp>Despite the letter from supervisors and complaints from cab drivers, the SFMTA board decided to pass the proposals that would allow corporations to buy medallions and to limit which drivers could pick passengers up at the airport. Drivers were livid. Several said that this is the final blow and that the taxi industry is now officially dead.\u003c/p>\n\u003cp>It is not clear how this policy will be enforced. Drivers with medallions acquired before 2010 will still be able to drop off passengers at the airport, but then they will have to leave without picking anyone up. Drivers said that it is not worth driving at all if they can’t go to the airport.\u003c/p>\n\u003cp>Already, many medallions are not out on the road -- a \u003ca href=\"https://www.sfcta.org/sites/default/files/content/Planning/TNCs/TNCs_Today_112917.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">2017 San Francisco County Transportation Authority analysis\u003c/a> concluded that even at the busiest times, about 400 to 500 taxis are on the streets compared to as many as 6,500 Uber and Lyft vehicles.\u003c/p>\n\u003cp>It's unclear what this new proposal will do to the fleet or the number of cabs on the street. The fewer drivers on the street, the fewer workers there would be to collectively push for reforms in the industry.\u003c/p>\n\u003cp>It is also unclear what effect it will have on drivers who can still pick passengers up at the airport. The SFMTA's report on revitalizing the industry forecasts they will see an uptick in their earnings. But with the ever-changing situation with Lyft and Uber, certainty has become a rare thing in the industry.\u003c/p>\n\u003cp>\u003cstrong>Time's Up\u003c/strong>\u003c/p>\n\u003cp>It was fairly early in the night when cab driver Antonio Yon got the chance to speak. He spoke quietly and gripped the edges of the podium.\u003c/p>\n\u003cp>\"There was no business out there for me,\" Yon said.\u003c/p>\n\u003cp>Yon had a mortgage, but in recent years he said he couldn’t make the payments.\u003c/p>\n\u003cp>\"I was getting lots of nasty calls from the bank,” he said. Yon just wasn’t earning enough money on the road to keep his house. Yon said he's homeless now. The only reason he isn’t on the street is because he found a tiny place in Chinatown to stay in temporarily.\u003c/p>\n\u003cp>Yon’s voice began to break as he got to this point in the story. “I was very desperate. I was about to commit suicide,” he said.\u003c/p>\n\u003cp>The entire room was silent. Yon took a few seconds to compose himself. He was starting to talk about what he wanted from the SFMTA. An electric bell sounded. His time was up. \"I have to survive,\" was the last thing he said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Yon gathered his papers and walked straight to the back of the room. Another driver, Inder Jitghotra, stood up and touched Yon’s shoulder. Jitghotra’s family owns six medallions and is on the edge of bankruptcy. Yon stood very still, clutching his notes. He stared straight ahead as another driver walked up to the podium to tell his story.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>City transportation planners say that ride-services like Uber and Lyft are\u003ca href=\"http://bit.ly/nsf2P0X8Ex\" target=\"_blank\" rel=\"noopener\"> responsible for about half of the increased traffic congestion\u003c/a> in San Francisco from 2010 to late 2016.\u003c/p>\n\u003cp>After factoring a surging economy and a population increase of 70,000 people, the San Francisco County Transportation Authority largely blamed lower speeds and more time sitting in traffic on “transportation network companies.”\u003c/p>\n\u003cp>Uber pointed out that the SFCTA study did not account for a rise in tourism while Lyft claimed that ride-services actually reduce congestion.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>City transportation planners say that ride-services like Uber and Lyft are\u003ca href=\"http://bit.ly/nsf2P0X8Ex\" target=\"_blank\" rel=\"noopener\"> responsible for about half of the increased traffic congestion\u003c/a> in San Francisco from 2010 to late 2016.\u003c/p>\n\u003cp>After factoring a surging economy and a population increase of 70,000 people, the San Francisco County Transportation Authority largely blamed lower speeds and more time sitting in traffic on “transportation network companies.”\u003c/p>\n\u003cp>Uber pointed out that the SFCTA study did not account for a rise in tourism while Lyft claimed that ride-services actually reduce congestion.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "City Analysis: Uber, Lyft Are Biggest Contributors to Slowdown in S.F. Traffic",
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"content": "\u003cp>\u003cem>Updated 9:25 a.m. Tuesday\u003c/em>\u003c/p>\n\u003cp>[dropcap]T[/dropcap]here are lots of reasons traffic congestion has gotten worse in San Francisco since 2010. Among them are a surging economy that has added an estimated 150,000 new jobs in the city and a population increase of 70,000.\u003c/p>\n\u003cp>But new research from San Francisco transportation planners finds that the single biggest factor in slowing down traffic and jamming city streets is the arrival of tens of thousands of ride-service vehicles carrying passengers for Uber and Lyft -- firms known in regulatory circles as transportation network companies, or TNCs.\u003c/p>\n\u003cp>A report released Tuesday by the San Francisco County Transportation Authority (SFCTA) -- \"\u003ca href=\"https://www.sfcta.org/sites/default/files/content/Planning/TNCs/TNCs_Congestion_Report_181015_Final.pdf\" target=\"_blank\" rel=\"noopener\">TNCs and Congestion\u003c/a>\" -- says a comparison of data from 2010 and late 2016 found that the ride-service firms are responsible for about half of the increased congestion on city streets during that time period.\u003c/p>\n\u003cp>The report was published alongside \u003ca href=\"http://tncsandcongestion.sfcta.org/\" target=\"_blank\" rel=\"noopener\">an interactive map\u003c/a> showing the congestion impact of ride services, population and employment growth and changes in the city's street network.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>In statements issued before the official release of the report, the companies pushed back against the notion they're responsible for worsening traffic conditions. Uber said the study failed to account for a dramatic increase in tourism in recent years or traffic bottlenecks caused by more frequent freight and e-commerce deliveries in the city. \u003ca href=\"https://medium.com/sharing-the-ride-with-lyft/understanding-lyfts-impact-on-congestion-adc1d13d932e\" rel=\"noopener\" target=\"_blank\">Lyft pointed\u003c/a> to studies that suggest TNCs may actually reduce congestion.\u003c/p>\n\u003cp>\u003cstrong>Findings Add to 2017 Report\u003c/strong>\u003c/p>\n\u003cp>It's not exactly news that there are lots of Lyft and Uber vehicles on San Francisco streets. If you're in the Financial District, South of Market (SOMA) or the Mission and open the companies' apps, nearby thoroughfares appear to be crawling with ride-service cars.\u003c/p>\n\u003cp>That impression is backed up by data. The SFCTA said in \u003ca href=\"https://www.sfcta.org/sites/default/files/content/Planning/TNCs/TNCs_Today_112917.pdf\" target=\"_blank\" rel=\"noopener\">an analysis\u003c/a> of TNC traffic last year that as many as 6,000 Uber and Lyft vehicles were on the city's streets at any one time -- dwarfing the city's mostly moribund taxi fleet -- and accounted for about 170,000 vehicle trips on a typical weekday. That ride service traffic -- again based on data from late 2016 -- represented about 15 percent of all vehicle trips in the city, the SFCTA said.\u003c/p>\n\u003cp>\"When we put that report out, what it revealed was that there are a lot of TNC trips happening, oftentimes in the most congested parts of the city and often at the most congested times of day,\" said Joe Castiglione, the SFCTA's deputy director for technology, data and analysis.\u003c/p>\n\u003cp>\"However, we couldn't really say how much TNCs were contributing to congestion or how they might have changed congestion since they came on the scene around seven or eight years ago, because lots of other things have changed in the interim,\" he said.\u003c/p>\n\u003cp>Among those changes: the city's spike in employment and the increase in its population.\u003c/p>\n\u003cp>\"Certainly all of these new people -- new residents and jobs -- are also contributing to congestion,\" Castiglione said. \"What this new report does is answer the question, 'How do TNCs affect roadway congestion in San Francisco relative to all of these other factors?' \"\u003c/p>\n\u003cp>The SFCTA report acknowledges a host of unknowns in answering that question, noting a lack of data on how delivery services, freight traffic and construction activity on city streets might be affecting congestion.\u003c/p>\n\u003cp>The study also concedes that it's not a given that ride services increase congestion. For instance, Uber and Lyft could encourage transit ridership by serving as a bridge to and from train stations and bus stops.\u003c/p>\n\u003cp>\u003cstrong>S.F. Streets: More Delays, Lower Speeds\u003c/strong>\u003c/p>\n\u003cp>But after sifting through data from several sources, the transportation researchers concluded that the ride services are, indeed, a major factor in traffic congestion.\u003c/p>\n\u003cp>Using information on late 2016 Uber and Lyft activity in San Francisco, obtained by researchers at Northeastern University and data about citywide traffic conditions from transportation intelligence firm INRIX, the SFCTA analyzed three measures of congestion: the extent of travel delays, the total number of miles vehicles travel in the city every day and average traffic speeds.\u003c/p>\n\u003cp>The SFCTA says that total daily traffic delays in San Francisco increased from about 65,000 hours in 2010 to 105,000 hours by the end of 2016. By analyzing several different scenarios, including a hypothetical situation in which there was no TNC traffic in 2016, the agency estimates that 51 percent of the additional 40,000 hours of daily delay was due to the ride services.\u003c/p>\n\u003cp>Similarly, the study found that the TNCs contributed heavily to increases in the number of vehicle miles traveled each weekday and decreases in average speeds on city thoroughfares.\u003c/p>\n\u003cp>The SFCTA report says weekday vehicle miles traveled increased from 4.9 million to 5.6 million between 2010 and the end of 2016, with TNCs accounting for 47 percent of the 700,000-mile increase. The city researchers estimate that average speeds on city streets fell from 24 mph to 20.9 mph during the study period, with ride-service traffic responsible for 55 percent of the 3.1 mph drop.\u003c/p>\n\u003cp>\u003cstrong>Hardest-Hit Neighborhoods\u003c/strong>\u003c/p>\n\u003cp>The report also highlights the neighborhoods and times of day where the ride-service firms have had the biggest impact on travel conditions.\u003c/p>\n\u003cp>Among those findings:\u003c/p>\n\u003cul>\n\u003cli>Ride-hailing companies are major contributors to the horrendous traffic conditions in the city's Financial District and SOMA, areas which have seen major increases in travel delays and the number of vehicle miles traveled.\u003c/li>\n\u003cli>The Mission District saw the biggest drop in average traffic speeds -- almost 5 mph over the six-year study period. Smaller but significant drops were also seen in the Financial District, SOMA and the Civic Center/Hayes Valley/Panhandle corridor. The study says ride services were the biggest factor in the speed decreases in those areas.\u003c/li>\n\u003cli>One SOMA block offers a dramatic example of both worsening congestion and the role ride-service firms play. The SFCTA says daily hours of delay more than doubled on Bryant Street between 5th and 6th streets-- a key approach to the eastbound Bay Bridge. The agency says 80 percent of that additional congestion is due to ride-service vehicles.\u003c/li>\n\u003cli>Traffic delays have increased and speeds have slowed at all times of day. The report says the TNCs have had the most dramatic relative impact on evening and overnight traffic, when average traffic speeds citywide have dropped from about 26 mph to about 22 mph. \u003c/li>\n\u003cli>The data confirm that Valencia Street, often the scene of evening TNC scrums, has been severely affected by the advent of Lyft and Uber. Evening congestion has skyrocketed on the popular Mission District strip, virtually all due to ride-service traffic. Lyft has tried to address that issue by \u003ca href=\"https://missionlocal.org/2018/08/lyft-rides-permenantly-diverted-from-busy-parts-of-sfs-valencia-street/\" rel=\"noopener\" target=\"_blank\">ending passenger pickups\u003c/a> on Valencia between 16th and 19th streets, directing customers to catch their rides on side streets.\u003c/li>\n\u003c/ul>\n\u003cp>Castiglione and other SFCTA researchers who worked on the study are scheduled to present their findings to the Board of Supervisors -- meeting as the county Transportation Authority Board-- on Tuesday.\u003c/p>\n\u003cp>Uber and Lyft criticized the agency report, saying the findings don't fully account for other sources of traffic congestion and fail to credit ways in which ride services may ease travel overall.\u003c/p>\n\u003cp>\"While we appreciate efforts to better understand the causes of congestion, this study fails to consider critical factors like the spike in tourism or the growth of freight deliveries, both of which have exploded since the study’s baseline date of 2010,\" Uber said in a statement.\u003c/p>\n\u003cp>Lyft representative Lauren Alexander said via email that the SFCTA report \"is flawed and an incomplete picture of the transit challenges San Francisco faces. Congestion is a complex issue, and Lyft is committed to being a part of the solution. Lyft stands ready to partner with SFCTA to advocate for solutions like congestion pricing and building more housing near transit to address the core causes of congestion.\"\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>Both Lyft and Uber are cooperating with \u003ca href=\"https://www.sfchronicle.com/bayarea/article/In-compromise-with-SF-Supervisor-Peskin-Uber-and-13121292.php\">a city effort\u003c/a> to impose a new tax on ride-service trips, the proceeds of which would go to fund transportation improvements.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated 9:25 a.m. Tuesday\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cspan class=\"utils-parseShortcode-shortcodes-__dropcapShortcode__dropcap\">T\u003c/span>\u003c/p>\u003cp>here are lots of reasons traffic congestion has gotten worse in San Francisco since 2010. Among them are a surging economy that has added an estimated 150,000 new jobs in the city and a population increase of 70,000.\u003c/p>\n\u003cp>But new research from San Francisco transportation planners finds that the single biggest factor in slowing down traffic and jamming city streets is the arrival of tens of thousands of ride-service vehicles carrying passengers for Uber and Lyft -- firms known in regulatory circles as transportation network companies, or TNCs.\u003c/p>\n\u003cp>A report released Tuesday by the San Francisco County Transportation Authority (SFCTA) -- \"\u003ca href=\"https://www.sfcta.org/sites/default/files/content/Planning/TNCs/TNCs_Congestion_Report_181015_Final.pdf\" target=\"_blank\" rel=\"noopener\">TNCs and Congestion\u003c/a>\" -- says a comparison of data from 2010 and late 2016 found that the ride-service firms are responsible for about half of the increased congestion on city streets during that time period.\u003c/p>\n\u003cp>The report was published alongside \u003ca href=\"http://tncsandcongestion.sfcta.org/\" target=\"_blank\" rel=\"noopener\">an interactive map\u003c/a> showing the congestion impact of ride services, population and employment growth and changes in the city's street network.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In statements issued before the official release of the report, the companies pushed back against the notion they're responsible for worsening traffic conditions. Uber said the study failed to account for a dramatic increase in tourism in recent years or traffic bottlenecks caused by more frequent freight and e-commerce deliveries in the city. \u003ca href=\"https://medium.com/sharing-the-ride-with-lyft/understanding-lyfts-impact-on-congestion-adc1d13d932e\" rel=\"noopener\" target=\"_blank\">Lyft pointed\u003c/a> to studies that suggest TNCs may actually reduce congestion.\u003c/p>\n\u003cp>\u003cstrong>Findings Add to 2017 Report\u003c/strong>\u003c/p>\n\u003cp>It's not exactly news that there are lots of Lyft and Uber vehicles on San Francisco streets. If you're in the Financial District, South of Market (SOMA) or the Mission and open the companies' apps, nearby thoroughfares appear to be crawling with ride-service cars.\u003c/p>\n\u003cp>That impression is backed up by data. The SFCTA said in \u003ca href=\"https://www.sfcta.org/sites/default/files/content/Planning/TNCs/TNCs_Today_112917.pdf\" target=\"_blank\" rel=\"noopener\">an analysis\u003c/a> of TNC traffic last year that as many as 6,000 Uber and Lyft vehicles were on the city's streets at any one time -- dwarfing the city's mostly moribund taxi fleet -- and accounted for about 170,000 vehicle trips on a typical weekday. That ride service traffic -- again based on data from late 2016 -- represented about 15 percent of all vehicle trips in the city, the SFCTA said.\u003c/p>\n\u003cp>\"When we put that report out, what it revealed was that there are a lot of TNC trips happening, oftentimes in the most congested parts of the city and often at the most congested times of day,\" said Joe Castiglione, the SFCTA's deputy director for technology, data and analysis.\u003c/p>\n\u003cp>\"However, we couldn't really say how much TNCs were contributing to congestion or how they might have changed congestion since they came on the scene around seven or eight years ago, because lots of other things have changed in the interim,\" he said.\u003c/p>\n\u003cp>Among those changes: the city's spike in employment and the increase in its population.\u003c/p>\n\u003cp>\"Certainly all of these new people -- new residents and jobs -- are also contributing to congestion,\" Castiglione said. \"What this new report does is answer the question, 'How do TNCs affect roadway congestion in San Francisco relative to all of these other factors?' \"\u003c/p>\n\u003cp>The SFCTA report acknowledges a host of unknowns in answering that question, noting a lack of data on how delivery services, freight traffic and construction activity on city streets might be affecting congestion.\u003c/p>\n\u003cp>The study also concedes that it's not a given that ride services increase congestion. For instance, Uber and Lyft could encourage transit ridership by serving as a bridge to and from train stations and bus stops.\u003c/p>\n\u003cp>\u003cstrong>S.F. Streets: More Delays, Lower Speeds\u003c/strong>\u003c/p>\n\u003cp>But after sifting through data from several sources, the transportation researchers concluded that the ride services are, indeed, a major factor in traffic congestion.\u003c/p>\n\u003cp>Using information on late 2016 Uber and Lyft activity in San Francisco, obtained by researchers at Northeastern University and data about citywide traffic conditions from transportation intelligence firm INRIX, the SFCTA analyzed three measures of congestion: the extent of travel delays, the total number of miles vehicles travel in the city every day and average traffic speeds.\u003c/p>\n\u003cp>The SFCTA says that total daily traffic delays in San Francisco increased from about 65,000 hours in 2010 to 105,000 hours by the end of 2016. By analyzing several different scenarios, including a hypothetical situation in which there was no TNC traffic in 2016, the agency estimates that 51 percent of the additional 40,000 hours of daily delay was due to the ride services.\u003c/p>\n\u003cp>Similarly, the study found that the TNCs contributed heavily to increases in the number of vehicle miles traveled each weekday and decreases in average speeds on city thoroughfares.\u003c/p>\n\u003cp>The SFCTA report says weekday vehicle miles traveled increased from 4.9 million to 5.6 million between 2010 and the end of 2016, with TNCs accounting for 47 percent of the 700,000-mile increase. The city researchers estimate that average speeds on city streets fell from 24 mph to 20.9 mph during the study period, with ride-service traffic responsible for 55 percent of the 3.1 mph drop.\u003c/p>\n\u003cp>\u003cstrong>Hardest-Hit Neighborhoods\u003c/strong>\u003c/p>\n\u003cp>The report also highlights the neighborhoods and times of day where the ride-service firms have had the biggest impact on travel conditions.\u003c/p>\n\u003cp>Among those findings:\u003c/p>\n\u003cul>\n\u003cli>Ride-hailing companies are major contributors to the horrendous traffic conditions in the city's Financial District and SOMA, areas which have seen major increases in travel delays and the number of vehicle miles traveled.\u003c/li>\n\u003cli>The Mission District saw the biggest drop in average traffic speeds -- almost 5 mph over the six-year study period. Smaller but significant drops were also seen in the Financial District, SOMA and the Civic Center/Hayes Valley/Panhandle corridor. The study says ride services were the biggest factor in the speed decreases in those areas.\u003c/li>\n\u003cli>One SOMA block offers a dramatic example of both worsening congestion and the role ride-service firms play. The SFCTA says daily hours of delay more than doubled on Bryant Street between 5th and 6th streets-- a key approach to the eastbound Bay Bridge. The agency says 80 percent of that additional congestion is due to ride-service vehicles.\u003c/li>\n\u003cli>Traffic delays have increased and speeds have slowed at all times of day. The report says the TNCs have had the most dramatic relative impact on evening and overnight traffic, when average traffic speeds citywide have dropped from about 26 mph to about 22 mph. \u003c/li>\n\u003cli>The data confirm that Valencia Street, often the scene of evening TNC scrums, has been severely affected by the advent of Lyft and Uber. Evening congestion has skyrocketed on the popular Mission District strip, virtually all due to ride-service traffic. Lyft has tried to address that issue by \u003ca href=\"https://missionlocal.org/2018/08/lyft-rides-permenantly-diverted-from-busy-parts-of-sfs-valencia-street/\" rel=\"noopener\" target=\"_blank\">ending passenger pickups\u003c/a> on Valencia between 16th and 19th streets, directing customers to catch their rides on side streets.\u003c/li>\n\u003c/ul>\n\u003cp>Castiglione and other SFCTA researchers who worked on the study are scheduled to present their findings to the Board of Supervisors -- meeting as the county Transportation Authority Board-- on Tuesday.\u003c/p>\n\u003cp>Uber and Lyft criticized the agency report, saying the findings don't fully account for other sources of traffic congestion and fail to credit ways in which ride services may ease travel overall.\u003c/p>\n\u003cp>\"While we appreciate efforts to better understand the causes of congestion, this study fails to consider critical factors like the spike in tourism or the growth of freight deliveries, both of which have exploded since the study’s baseline date of 2010,\" Uber said in a statement.\u003c/p>\n\u003cp>Lyft representative Lauren Alexander said via email that the SFCTA report \"is flawed and an incomplete picture of the transit challenges San Francisco faces. Congestion is a complex issue, and Lyft is committed to being a part of the solution. Lyft stands ready to partner with SFCTA to advocate for solutions like congestion pricing and building more housing near transit to address the core causes of congestion.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Both Lyft and Uber are cooperating with \u003ca href=\"https://www.sfchronicle.com/bayarea/article/In-compromise-with-SF-Supervisor-Peskin-Uber-and-13121292.php\">a city effort\u003c/a> to impose a new tax on ride-service trips, the proceeds of which would go to fund transportation improvements.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003cb>Congressman Adam Schiff\u003cbr>\n\u003c/b>\u003cspan style=\"font-weight: 400\">This week, new questions were raised about whether President Trump knew about hush money paid to porn actress Stephanie Clifford, also known as Stormy Daniels. In an interview on Fox News, Trump’s newly appointed attorney Rudy Giuliani gave details of an apparent reimbursement made by the president during his campaign. Also on the national agenda are signs of progress in talks with North Korea. We discuss these stories and California politics with U.S. Rep. Adam Schiff (D-Burbank).\u003c/span>\u003c/p>\n\u003cp>\u003cb>California Supreme Court Rules on Gig Workers\u003cbr>\n\u003c/b>\u003cspan style=\"font-weight: 400\">The Supreme Court of California issued a big victory this week for those who work in the so-called gig economy, where people take jobs at varying times and places — like those who drive for Uber and Lyft. The lawsuit originated with courier and delivery workers at a company called Dynamex Operations West who said they should be considered employees, not contractors. In its ruling, the court said companies must prove that workers operate their own business in order to classify them as independent contractors.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">Guests:\u003c/span>\u003c/p>\n\u003cul>\n\u003cli style=\"font-weight: 400\">\u003cspan style=\"font-weight: 400\">Sam Harnett, KQED Silicon Valley reporter\u003c/span>\u003c/li>\n\u003cli style=\"font-weight: 400\">\u003cspan style=\"font-weight: 400\">Veena Dubal, UC Hastings College of the Law professor\u003c/span>\u003c/li>\n\u003cli style=\"font-weight: 400\">\u003cspan style=\"font-weight: 400\">Edward Escobar, Uber driver and advocate\u003c/span>\u003c/li>\n\u003c/ul>\n\u003cp>\u003cb>California GOP Convention\u003cbr>\n\u003c/b>\u003cspan style=\"font-weight: 400\">This weekend, at the California Republican Party’s annual spring convention, delegates will decide which GOP candidate will get the party’s endorsement in the race for governor — California State Assemblyman Travis Allen of Huntington Beach or venture capitalist John Cox. Both candidates have spoken out against the state’s sanctuary policies, which limit cooperation between local law enforcement and immigration agents. They also both support a ballot initiative that would repeal a recent hike on gas taxes and vehicle registration fees. KQED politics reporter Marisa Lagos gives us an update from the convention in San Diego.\u003c/span>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cb>Congressman Adam Schiff\u003cbr>\n\u003c/b>\u003cspan style=\"font-weight: 400\">This week, new questions were raised about whether President Trump knew about hush money paid to porn actress Stephanie Clifford, also known as Stormy Daniels. In an interview on Fox News, Trump’s newly appointed attorney Rudy Giuliani gave details of an apparent reimbursement made by the president during his campaign. Also on the national agenda are signs of progress in talks with North Korea. We discuss these stories and California politics with U.S. Rep. Adam Schiff (D-Burbank).\u003c/span>\u003c/p>\n\u003cp>\u003cb>California Supreme Court Rules on Gig Workers\u003cbr>\n\u003c/b>\u003cspan style=\"font-weight: 400\">The Supreme Court of California issued a big victory this week for those who work in the so-called gig economy, where people take jobs at varying times and places — like those who drive for Uber and Lyft. The lawsuit originated with courier and delivery workers at a company called Dynamex Operations West who said they should be considered employees, not contractors. In its ruling, the court said companies must prove that workers operate their own business in order to classify them as independent contractors.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">Guests:\u003c/span>\u003c/p>\n\u003cul>\n\u003cli style=\"font-weight: 400\">\u003cspan style=\"font-weight: 400\">Sam Harnett, KQED Silicon Valley reporter\u003c/span>\u003c/li>\n\u003cli style=\"font-weight: 400\">\u003cspan style=\"font-weight: 400\">Veena Dubal, UC Hastings College of the Law professor\u003c/span>\u003c/li>\n\u003cli style=\"font-weight: 400\">\u003cspan style=\"font-weight: 400\">Edward Escobar, Uber driver and advocate\u003c/span>\u003c/li>\n\u003c/ul>\n\u003cp>\u003cb>California GOP Convention\u003cbr>\n\u003c/b>\u003cspan style=\"font-weight: 400\">This weekend, at the California Republican Party’s annual spring convention, delegates will decide which GOP candidate will get the party’s endorsement in the race for governor — California State Assemblyman Travis Allen of Huntington Beach or venture capitalist John Cox. Both candidates have spoken out against the state’s sanctuary policies, which limit cooperation between local law enforcement and immigration agents. They also both support a ballot initiative that would repeal a recent hike on gas taxes and vehicle registration fees. KQED politics reporter Marisa Lagos gives us an update from the convention in San Diego.\u003c/span>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"order": 1
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"id": "code-switch-life-kit",
"title": "Code Switch / Life Kit",
"info": "\u003cem>Code Switch\u003c/em>, which listeners will hear in the first part of the hour, has fearless and much-needed conversations about race. Hosted by journalists of color, the show tackles the subject of race head-on, exploring how it impacts every part of society — from politics and pop culture to history, sports and more.\u003cbr />\u003cbr />\u003cem>Life Kit\u003c/em>, which will be in the second part of the hour, guides you through spaces and feelings no one prepares you for — from finances to mental health, from workplace microaggressions to imposter syndrome, from relationships to parenting. The show features experts with real world experience and shares their knowledge. Because everyone needs a little help being human.\u003cbr />\u003cbr />\u003ca href=\"https://www.npr.org/podcasts/510312/codeswitch\">\u003cem>Code Switch\u003c/em> offical site and podcast\u003c/a>\u003cbr />\u003ca href=\"https://www.npr.org/lifekit\">\u003cem>Life Kit\u003c/em> offical site and podcast\u003c/a>\u003cbr />",
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"meta": {
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"id": "commonwealth-club",
"title": "Commonwealth Club of California Podcast",
"info": "The Commonwealth Club of California is the nation's oldest and largest public affairs forum. As a non-partisan forum, The Club brings to the public airwaves diverse viewpoints on important topics. The Club's weekly radio broadcast - the oldest in the U.S., dating back to 1924 - is carried across the nation on public radio stations and is now podcasting. Our website archive features audio of our recent programs, as well as selected speeches from our long and distinguished history. This podcast feed is usually updated twice a week and is always un-edited.",
"airtime": "THU 10pm, FRI 1am",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Commonwealth-Club-Podcast-Tile-360x360-1.jpg",
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"meta": {
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"source": "Commonwealth Club of California"
},
"link": "/radio/program/commonwealth-club",
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"google": "https://podcasts.google.com/feed/aHR0cDovL3d3dy5jb21tb253ZWFsdGhjbHViLm9yZy9hdWRpby9wb2RjYXN0L3dlZWtseS54bWw",
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},
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"id": "forum",
"title": "Forum",
"tagline": "The conversation starts here",
"info": "KQED’s live call-in program discussing local, state, national and international issues, as well as in-depth interviews.",
"airtime": "MON-FRI 9am-11am, 10pm-11pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Forum-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED Forum with Mina Kim and Alexis Madrigal",
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"source": "kqed",
"order": 9
},
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM5NTU3MzgxNjMz",
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"id": "freakonomics-radio",
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"officialWebsiteLink": "http://freakonomics.com/",
"airtime": "SUN 1am-2am, SAT 3pm-4pm",
"meta": {
"site": "radio",
"source": "WNYC"
},
"link": "/radio/program/freakonomics-radio",
"subscribe": {
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"apple": "https://itunes.apple.com/us/podcast/freakonomics-radio/id354668519",
"tuneIn": "https://tunein.com/podcasts/WNYC-Podcasts/Freakonomics-Radio-p272293/",
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},
"fresh-air": {
"id": "fresh-air",
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"link": "/radio/program/fresh-air",
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=214089682&at=11l79Y&ct=nprdirectory",
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"info": "A live production of NPR and WBUR Boston, in collaboration with stations across the country, Here & Now reflects the fluid world of news as it's happening in the middle of the day, with timely, in-depth news, interviews and conversation. Hosted by Robin Young, Jeremy Hobson and Tonya Mosley.",
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"rss": "https://feeds.npr.org/510051/podcast.xml"
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},
"hidden-brain": {
"id": "hidden-brain",
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"info": "Shankar Vedantam uses science and storytelling to reveal the unconscious patterns that drive human behavior, shape our choices and direct our relationships.",
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"airtime": "SUN 7pm-8pm",
"meta": {
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"source": "NPR"
},
"link": "/radio/program/hidden-brain",
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},
"how-i-built-this": {
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"title": "How I Built This with Guy Raz",
"info": "Guy Raz dives into the stories behind some of the world's best known companies. How I Built This weaves a narrative journey about innovators, entrepreneurs and idealists—and the movements they built.",
"imageSrc": "https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/05/howIBuiltThis.png",
"officialWebsiteLink": "https://www.npr.org/podcasts/510313/how-i-built-this",
"airtime": "SUN 7:30pm-8pm",
"meta": {
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"link": "/radio/program/how-i-built-this",
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"npr": "https://rpb3r.app.goo.gl/3zxy",
"apple": "https://itunes.apple.com/us/podcast/how-i-built-this-with-guy-raz/id1150510297?mt=2",
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"hyphenacion": {
"id": "hyphenacion",
"title": "Hyphenación",
"tagline": "Where conversation and cultura meet",
"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2025/03/Hyphenacion_FinalAssets_PodcastTile.png",
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"officialWebsiteLink": "/podcasts/hyphenacion",
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"order": 15
},
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},
"jerrybrown": {
"id": "jerrybrown",
"title": "The Political Mind of Jerry Brown",
"tagline": "Lessons from a lifetime in politics",
"info": "The Political Mind of Jerry Brown brings listeners the wisdom of the former Governor, Mayor, and presidential candidate. Scott Shafer interviewed Brown for more than 40 hours, covering the former governor's life and half-century in the political game – and Brown has some lessons he'd like to share. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-Political-Mind-of-Jerry-Brown-Podcast-Tile-703x703-1.jpg",
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"officialWebsiteLink": "/podcasts/jerrybrown",
"meta": {
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"order": 18
},
"link": "/podcasts/jerrybrown",
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},
"latino-usa": {
"id": "latino-usa",
"title": "Latino USA",
"airtime": "MON 1am-2am, SUN 6pm-7pm",
"info": "Latino USA, the radio journal of news and culture, is the only national, English-language radio program produced from a Latino perspective.",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/latinoUsa.jpg",
"officialWebsiteLink": "http://latinousa.org/",
"meta": {
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},
"link": "/radio/program/latino-usa",
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=79681317&at=11l79Y&ct=nprdirectory",
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"rss": "https://feeds.npr.org/510016/podcast.xml"
}
},
"marketplace": {
"id": "marketplace",
"title": "Marketplace",
"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
"airtime": "MON-FRI 4pm-4:30pm, MON-WED 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Marketplace-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.marketplace.org/",
"meta": {
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"source": "American Public Media"
},
"link": "/radio/program/marketplace",
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},
"masters-of-scale": {
"id": "masters-of-scale",
"title": "Masters of Scale",
"info": "Masters of Scale is an original podcast in which LinkedIn co-founder and Greylock Partner Reid Hoffman sets out to describe and prove theories that explain how great entrepreneurs take their companies from zero to a gazillion in ingenious fashion.",
"airtime": "Every other Wednesday June 12 through October 16 at 8pm (repeats Thursdays at 2am)",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Masters-of-Scale-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://mastersofscale.com/",
"meta": {
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"source": "WaitWhat"
},
"link": "/radio/program/masters-of-scale",
"subscribe": {
"apple": "http://mastersofscale.app.link/",
"rss": "https://rss.art19.com/masters-of-scale"
}
},
"mindshift": {
"id": "mindshift",
"title": "MindShift",
"tagline": "A podcast about the future of learning and how we raise our kids",
"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Mindshift-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED MindShift: How We Will Learn",
"officialWebsiteLink": "/mindshift/",
"meta": {
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"source": "kqed",
"order": 12
},
"link": "/podcasts/mindshift",
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
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}
},
"morning-edition": {
"id": "morning-edition",
"title": "Morning Edition",
"info": "\u003cem>Morning Edition\u003c/em> takes listeners around the country and the world with multi-faceted stories and commentaries every weekday. Hosts Steve Inskeep, David Greene and Rachel Martin bring you the latest breaking news and features to prepare you for the day.",
"airtime": "MON-FRI 3am-9am",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Morning-Edition-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.npr.org/programs/morning-edition/",
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"link": "/radio/program/morning-edition"
},
"onourwatch": {
"id": "onourwatch",
"title": "On Our Watch",
"tagline": "Deeply-reported investigative journalism",
"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?",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/On-Our-Watch-Podcast-Tile-703x703-1.jpg",
"imageAlt": "On Our Watch from NPR and KQED",
"officialWebsiteLink": "/podcasts/onourwatch",
"meta": {
"site": "news",
"source": "kqed",
"order": 11
},
"link": "/podcasts/onourwatch",
"subscribe": {
"apple": "https://podcasts.apple.com/podcast/id1567098962",
"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5ucHIub3JnLzUxMDM2MC9wb2RjYXN0LnhtbD9zYz1nb29nbGVwb2RjYXN0cw",
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"stitcher": "https://www.stitcher.com/show/on-our-watch",
"rss": "https://feeds.npr.org/510360/podcast.xml"
}
},
"on-the-media": {
"id": "on-the-media",
"title": "On The Media",
"info": "Our weekly podcast explores how the media 'sausage' is made, casts an incisive eye on fluctuations in the marketplace of ideas, and examines threats to the freedom of information and expression in America and abroad. For one hour a week, the show tries to lift the veil from the process of \"making media,\" especially news media, because it's through that lens that we see the world and the world sees us",
"airtime": "SUN 2pm-3pm, MON 12am-1am",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/onTheMedia.png",
"officialWebsiteLink": "https://www.wnycstudios.org/shows/otm",
"meta": {
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"source": "wnyc"
},
"link": "/radio/program/on-the-media",
"subscribe": {
"apple": "https://itunes.apple.com/us/podcast/on-the-media/id73330715?mt=2",
"tuneIn": "https://tunein.com/radio/On-the-Media-p69/",
"rss": "http://feeds.wnyc.org/onthemedia"
}
},
"pbs-newshour": {
"id": "pbs-newshour",
"title": "PBS NewsHour",
"info": "Analysis, background reports and updates from the PBS NewsHour putting today's news in context.",
"airtime": "MON-FRI 3pm-4pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/PBS-News-Hour-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.pbs.org/newshour/",
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"source": "pbs"
},
"link": "/radio/program/pbs-newshour",
"subscribe": {
"apple": "https://itunes.apple.com/us/podcast/pbs-newshour-full-show/id394432287?mt=2",
"tuneIn": "https://tunein.com/radio/PBS-NewsHour---Full-Show-p425698/",
"rss": "https://www.pbs.org/newshour/feeds/rss/podcasts/show"
}
},
"perspectives": {
"id": "perspectives",
"title": "Perspectives",
"tagline": "KQED's series of daily listener commentaries since 1991",
"info": "KQED's series of daily listener commentaries since 1991.",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2025/01/Perspectives_Tile_Final.jpg",
"imageAlt": "KQED Perspectives",
"officialWebsiteLink": "/perspectives/",
"meta": {
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"source": "kqed",
"order": 14
},
"link": "/perspectives",
"subscribe": {
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"npr": "https://www.npr.org/podcasts/432309616/perspectives",
"rss": "https://ww2.kqed.org/perspectives/category/perspectives/feed/",
"google": "https://podcasts.google.com/feed/aHR0cHM6Ly93dzIua3FlZC5vcmcvcGVyc3BlY3RpdmVzL2NhdGVnb3J5L3BlcnNwZWN0aXZlcy9mZWVkLw"
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},
"planet-money": {
"id": "planet-money",
"title": "Planet Money",
"info": "The economy explained. Imagine you could call up a friend and say, Meet me at the bar and tell me what's going on with the economy. Now imagine that's actually a fun evening.",
"airtime": "SUN 3pm-4pm",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/planetmoney.jpg",
"officialWebsiteLink": "https://www.npr.org/sections/money/",
"meta": {
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"source": "npr"
},
"link": "/radio/program/planet-money",
"subscribe": {
"npr": "https://rpb3r.app.goo.gl/M4f5",
"apple": "https://itunes.apple.com/us/podcast/planet-money/id290783428?mt=2",
"tuneIn": "https://tunein.com/podcasts/Business--Economics-Podcasts/Planet-Money-p164680/",
"rss": "https://feeds.npr.org/510289/podcast.xml"
}
},
"politicalbreakdown": {
"id": "politicalbreakdown",
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