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"bio": "\u003cspan style=\"font-weight: 400;\">Queena Sook Kim is a former senior editor of the weekend desk at KQED. Before taking on that post, she was the Senior Editor of the Silicon Valley Desk and was the \u003c/span>\u003cspan style=\"font-weight: 400;\">host of The California Report. The daily morning show airs on KQED in San Francisco, one of the nation’s largest NPR affiliates, and on 30 stations across the state. In that role, she produces and reports on news, politics and life in the Golden State. Queena likes to take sideways look at the larger trends changing the state. One of her favorite stories asked\u003c/span>\u003ca href=\"https://ww2.kqed.org/news/2015/02/15/why-the-heck-do-mexican-reporters-on-public-radio-say-their-names-that-way\"> \u003cspan style=\"font-weight: 400;\">why Latino journalists “over’pronounce” their Spanish surnames\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400;\"> as a way of looking at how immigration is creating a culture shift in California.\u003c/span>\r\n\r\n\u003cspan style=\"font-weight: 400;\">Before joining The California Report, Queena was a \u003ca href=\"http://www.marketplace.org/people/queena-kim\">Senior Reporter covering technology for Marketplace\u003c/a>, the daily business show that airs on public radio. Queena covered daily tech business stories and reported on larger technology trends. She did a series of stories looking at role of social engineering in hacking and on a start-up in Silicon Valley that’s trying to use technology, instead of animals, to make meat that bleeds.\u003c/span>\r\n\r\n\u003cspan style=\"font-weight: 400;\">Queena started her career as a business journalist at the Wall Street Journal, where she spent four years covering the paper, home building and toy industries. She wrote A1 stories about the unusually aggressive tactics KB Home took against its home buyers. and the resurgence of “Cracker” architecture in Florida. She also wrote section front stories on marketing trends and\u003c/span>\r\n\r\n\u003cspan style=\"font-weight: 400;\">As a journalist, Queena has spent much of her career helping start-up editorial products. She was on the founding editorial team of The Bay Citizen, an experimental, online news site in San Francisco that was funded by the late hillbilly billionaire Warren Hellman. In 2009, Queena received a grant from the Corporation of Public Broadcasting to start-up a podcast called \u003ca href=\"https://soundcloud.com/cyberfrequencies\">CyberFrequencies\u003c/a>, which reported on the culture of technology. She also helped start-up two radio shows - Off-Ramp and Pacific Drift - for KPCC, the NPR-affiliate in Los Angeles. Off-Ramp was awarded 1st Place for news and Public Affairs programming by the PRINDI and the L.A. Press club. \u003ca href=\"https://soundcloud.com/queena-sook-kim\">Queena’s stories have appeared \u003c/a>on NPR’s Day to Day, Hearing Voices, WNYC’s Studio 360, WBUR’s Here and Now, BBC’s Global Perspectives and New York Times’ multimedia page.\u003c/span>\r\n\r\n\u003cspan style=\"font-weight: 400;\">In 1994, Queena won a Fulbright Grant to teach and study in Seoul, South Korea. She was also selected to be a Teach For America Corps Member in 1991 and taught elementary school in the Inglewood Unified School District in Southern California.\u003c/span>\r\n\r\n\u003cspan style=\"font-weight: 400;\">Queena is a frequent public speaker and has given talks at UC Berkeley, Stanford University, San Francisco State University, PRINDI conference and the Craigslist Foundation Boot Camp. Queena went to UC Berkeley’s Graduate School of Journalism and graduated cum laude from New York University with a B.A. in Politics. She grew up in Southern California and lives in Berkeley, Ca in a big fixer on which she spends most weekends, well, fixing.\u003c/span>",
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"bio": "Eli Wirtschafter is a freelance reporter and producer focusing on transportation, art, and activism. He previously interned with \u003cem>The California Report\u003c/em> and KQED Local News\u003cem>.\u003c/em> Eli is also KALW's transportation reporter, and a graduate of KALW's \u003ca href=\"http://kalw.org/post/enrollment-now-open-kalws-audio-academy#stream/0\" target=\"_blank\" rel=\"noopener noreferrer\">Audio Academy.\u003c/a> Eli's work has been heard on NPR, Here & Now, and BackStory. Find him on Twitter at \u003ca href=\"https://twitter.com/RadioEli\" target=\"_blank\" rel=\"noopener noreferrer\">@RadioEli\u003c/a>.",
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"content": "\u003cp>A pair of driverless shuttles are humming around a business complex in San Ramon, and they could become the first fully autonomous vehicles on public roads in California.\u003c/p>\n\u003cp>Testing began Monday at Bishop Ranch, a sprawling 585-acre office park. In a few months, employees will be able to ride the shuttles from parking lots and transit stops to their offices.\u003c/p>\n\u003cp>The shuttles are small, boxy and red, with rounded edges. They’re cute — like something out of the Teletubbies universe.\u003c/p>\n\u003cp>The electric vehicles will travel at modest speeds of up to 12 mph. And while the golf-cart pace is less than thrilling, it succeeds at making the whole experience feel very safe and normal.\u003c/p>\n\u003cp>https://youtu.be/iPi3-F6yzAE\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The project is spearheaded by the Contra Costa Transportation Authority (CCTA), though most of the funding comes from the owners of the Bishop Ranch property.\u003c/p>\n\u003cp>Randy Iwasaki, the executive director of the CCTA, suggests that, if anything, these vehicles are \u003cem>too\u003c/em> cautious. He remembers the shuttle coming to an abrupt stop during a trial run.\u003c/p>\n\u003cp>“It was a windy day, and a plastic bag flew in front of the vehicle,” Iwasaki said.\u003c/p>\n\u003cp>To drive on a public road in California, an autonomous vehicle must have a steering wheel, a brake and a driver who can take over. These shuttles have none of those.\u003c/p>\n\u003cp>At first, the shuttles will operate only inside the Bishop Ranch property. But public roads cut through the complex. Eventually, pending DMV approval, the shuttles will use those roads.\u003c/p>\n\u003cp>“Really it’s just crossing from one parking lot to another,” Iwasaki said.\u003c/p>\n\u003cp>For now, a “safety attendant” will ride with the passengers. The attendant can make emergency stops or answer questions about the shuttle. Project managers are hoping that in the long run riders will feel comfortable enough to use the buses without an attendant.\u003c/p>\n\u003cp>Darryl Taylor, who drives a public bus from the Walnut Creek BART station to the Bishop Ranch complex, says he’s not too worried about a future where robots take over the driving jobs.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“I know it’s coming,” Taylor said. “Hopefully by the time it comes, I’ll be retired.”\u003c/p>\n\n",
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"content": "\u003cp>[audio mp3=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/11/0011dc77.mp3\"][/audio]\u003c/p>\n\u003cp>These days at Santa Clara University, you can get a glimpse of how the automated future will unroll. Yesterday the school started offering a driverless shuttle service.\u003c/p>\n\u003cp>I took a ride on the shuttle, which is believed to be the first self-driving service on a college campus. It basically looks like a pimped-out golf cart.\u003c/p>\n\u003cp>“That’s exactly what it is. It’s an off-the-shelf golf cart that we’ve retrofitted with our drive-by-wire computerized units and sensors,” said \u003ca href=\"https://twitter.com/benstinnett\" target=\"_blank\" rel=\"noopener\">Ben Stinnett\u003c/a>, a hardware engineer at \u003ca href=\"http://www.auro.ai/\" target=\"_blank\" rel=\"noopener\">Auro\u003c/a>, the Sunnyvale startup that built this self-driving shuttle.\u003c/p>\n\u003cp>The shuttle service is part of a two-month pilot program. During that time, an Auro engineer sits in the front seat ready to take over if systems fail. The shuttle took me on a 1-mile loop at its maximum speed of 7 mph. And rather than maneuver around pedestrians, it slows down to follow them at their speed to ensure safety. All this makes for a very slow ride.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>While Google and Tesla are grabbing headlines for plans to bring self-driving cars to the open road, it could be another decade before consumers can buy them. In the meantime, there’s a cottage industry of startups deploying similar technology, but in more controlled settings.\u003c/p>\n\u003cp>\u003ca href=\"https://www.crunchbase.com/person/srinivas-reddy-2\" target=\"_blank\" rel=\"noopener\">Srinivas Reddy\u003c/a>, a co-founder of Auro, says mapping cities and counties is an expensive endeavor, but mapping a college campus is within a startup’s budget.\u003c/p>\n\u003cp>“And hence, we deploy these much faster than the other companies that are eyeing for the passenger car market,” he said.\u003c/p>\n\u003cp>That means Auro can get to market faster. In nearby \u003ca href=\"http://kron4.com/2016/11/13/redwood-city-officials-approve-robot-delivery-pilot-program/\" target=\"_blank\" rel=\"noopener\">Redwood City, Starship Technologies\u003c/a> recently won approval to run a pilot program where robots deliver groceries and food from restaurants to homes and businesses in a 5-mile radius. \u003ca href=\"https://www.gsb.stanford.edu/faculty-research/faculty/robert-e-siegel\" target=\"_blank\" rel=\"noopener\">Robert Siegel\u003c/a>, who teaches at Stanford’s Graduate School of Business, says the move to automation will be incremental.\u003c/p>\n\u003cp>“We are gonna continue to see more and more examples of autonomous systems touch every part of our lives,” Siegel said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>He says sticking to controlled settings with low stakes also allows consumers to become more comfortable with autonomous systems.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>These days at Santa Clara University, you can get a glimpse of how the automated future will unroll. Yesterday the school started offering a driverless shuttle service.\u003c/p>\n\u003cp>I took a ride on the shuttle, which is believed to be the first self-driving service on a college campus. It basically looks like a pimped-out golf cart.\u003c/p>\n\u003cp>“That’s exactly what it is. It’s an off-the-shelf golf cart that we’ve retrofitted with our drive-by-wire computerized units and sensors,” said \u003ca href=\"https://twitter.com/benstinnett\" target=\"_blank\" rel=\"noopener\">Ben Stinnett\u003c/a>, a hardware engineer at \u003ca href=\"http://www.auro.ai/\" target=\"_blank\" rel=\"noopener\">Auro\u003c/a>, the Sunnyvale startup that built this self-driving shuttle.\u003c/p>\n\u003cp>The shuttle service is part of a two-month pilot program. During that time, an Auro engineer sits in the front seat ready to take over if systems fail. The shuttle took me on a 1-mile loop at its maximum speed of 7 mph. And rather than maneuver around pedestrians, it slows down to follow them at their speed to ensure safety. All this makes for a very slow ride.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>While Google and Tesla are grabbing headlines for plans to bring self-driving cars to the open road, it could be another decade before consumers can buy them. In the meantime, there’s a cottage industry of startups deploying similar technology, but in more controlled settings.\u003c/p>\n\u003cp>\u003ca href=\"https://www.crunchbase.com/person/srinivas-reddy-2\" target=\"_blank\" rel=\"noopener\">Srinivas Reddy\u003c/a>, a co-founder of Auro, says mapping cities and counties is an expensive endeavor, but mapping a college campus is within a startup’s budget.\u003c/p>\n\u003cp>“And hence, we deploy these much faster than the other companies that are eyeing for the passenger car market,” he said.\u003c/p>\n\u003cp>That means Auro can get to market faster. In nearby \u003ca href=\"http://kron4.com/2016/11/13/redwood-city-officials-approve-robot-delivery-pilot-program/\" target=\"_blank\" rel=\"noopener\">Redwood City, Starship Technologies\u003c/a> recently won approval to run a pilot program where robots deliver groceries and food from restaurants to homes and businesses in a 5-mile radius. \u003ca href=\"https://www.gsb.stanford.edu/faculty-research/faculty/robert-e-siegel\" target=\"_blank\" rel=\"noopener\">Robert Siegel\u003c/a>, who teaches at Stanford’s Graduate School of Business, says the move to automation will be incremental.\u003c/p>\n\u003cp>“We are gonna continue to see more and more examples of autonomous systems touch every part of our lives,” Siegel said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>He says sticking to controlled settings with low stakes also allows consumers to become more comfortable with autonomous systems.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>[http_redir]\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" width=\"800\" height=\"450\" src=\"https://www.youtube.com/embed/fze5spdN3nU\" frameborder=\"0\" scrolling=\"yes\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>It’s kind of startling. Out there in the San Joaquin Valley, \u003ca href=\"http://www.hsr.ca.gov/docs/programs/construction/road_closure/2016_October_Construction_Update.pdf\" target=\"_blank\" rel=\"noopener\">work is proceeding\u003c/a> on California’s first high-speed rail route. And by work, I mean actual concrete and steel. Workers are creating tangible infrastructure — for instance, a series of bridges designed to carry a future bullet train across the San Joaquin and Fresno rivers and other waterways.\u003c/p>\n\u003cp>The slow and steady progress of construction in the valley is startling mostly because the actual presence of a train I could climb on and ride, even for a trip between beautiful Madera and even-more-beautiful Bakersfield, seems so far in the future. The state’s high-speed rail agency says in \u003ca href=\"https://www.hsr.ca.gov/docs/about/business_plans/2016_BusinessPlan.pdf\" target=\"_blank\" rel=\"noopener\">its 2016 business plan\u003c/a> that service could begin, somewhere, by the middle of the next decade.\u003c/p>\n\u003cp>In the meantime, the project remains fraught with \u003ca href=\"http://www.cahsrblog.com/2016/11/california-hsr-2016-election-preview/\" target=\"_blank\" rel=\"noopener\">political\u003c/a> and \u003ca href=\"http://www.economist.com/news/science-and-technology/21695237-taxpayers-could-pay-dearly-californias-high-speed-dreams-biting-bullet\" target=\"_blank\" rel=\"noopener\">practical\u003c/a> hurdles. By this point, many Americans have gotten to ride on very, very fast trains in Japan, France, Germany and elsewhere, and are wondering why something similar can’t happen here.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>As the bullet train’s route takes shape in Madera, Fresno and Kern counties, another high-speed travel dream is unfolding: the Hyperloop.\u003c/p>\n\u003cp>Yes, that’s \u003ca href=\"http://www.spacex.com/hyperloop\" target=\"_blank\" rel=\"noopener\">Elon Musk’s vision\u003c/a> for a system that would be able to propel passenger pods at near-supersonic speeds through closed tubes. The system would make it possible to travel from San Francisco to Los Angeles in half an hour. If that’s not an amazing enough travel value, the pods will be sealed so tightly and going so fast that you’d never smell Harris Ranch, aka \u003ca href=\"https://pando.com/2015/09/07/journey-through-oligarch-valley-pt-6-cowschwitz-exit-334/\" target=\"_blank\" rel=\"noopener\">Cowschwitz\u003c/a>, as you whiz past.\u003c/p>\n\u003cp>Hyperloop believers say it will not only be much faster than high-speed rail, but that it will be cheaper and faster to build. Already, one startup, Los Angeles-based \u003ca href=\"https://hyperloop-one.com/\" target=\"_blank\" rel=\"noopener\">Hyperloop One\u003c/a>, has \u003ca href=\"https://youtu.be/1e-Po9C8Kj8\" target=\"_blank\" rel=\"noopener\">begun open-air testing\u003c/a> of its technology at a research facility near Las Vegas.\u003c/p>\n\u003cp>But just as the California bullet train has been subject to criticism that it will turn out to be an expensive boondoggle, skeptics have argued the Hyperloop is little more than a costly, \u003ca href=\"http://www.citylab.com/tech/2015/12/the-hyperloop-is-not-superior-to-high-speed-rail/419592/\" target=\"_blank\" rel=\"noopener\">harsh-riding\u003c/a> distraction from building more \u003ca href=\"http://www.citylab.com/work/2013/10/another-reason-not-build-hyperloop/7163/\" target=\"_blank\" rel=\"noopener\">basic and technologically accessible infrastructure\u003c/a>.\u003c/p>\n\u003cp>This is the point where I say, “We’ll see.” — Meaning yeah, sure, maybe this will happen. Just like \u003ca href=\"http://archive.fortune.com/magazines/fortune/fortune_archive/1986/12/08/68392/index.htm\" target=\"_blank\" rel=\"noopener\">hypersonic airline travel\u003c/a>.\u003c/p>\n\u003cp>But in this case, there’s a possibility that we’ll see some version of a system before another two or three decades have passed. Hyperloop One is moving ahead with \u003ca href=\"https://techcrunch.com/2016/11/08/hyperloop-one-will-build-the-first-hyperloop-system-to-go-from-dubai-to-abu-dhabi-in-twelve-minutes/\" target=\"_blank\" rel=\"noopener\">a feasibility study\u003c/a> for a system that would run the 100 miles from Dubai to Abu Dhabi in the United Arab Emirates, a trip that would take about 12 minutes.\u003c/p>\n\u003cp>There’s one Achilles’ heel on display in the vision: It suggests pods will merge into city traffic to complete their trips. Maybe they don’t have gridlock in the U.A.E.\u003c/p>\n\u003cp>The video above shows Hyperloop One’s concept for its Abu Dhabi-Dubai route. The one below shows my favorite visualization of future travel.\u003c/p>\n\u003cp>[http_redir]\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" width=\"800\" height=\"450\" src=\"https://www.youtube.com/embed/q3oHmVhviO8\" frameborder=\"0\" scrolling=\"yes\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>As the bullet train’s route takes shape in Madera, Fresno and Kern counties, another high-speed travel dream is unfolding: the Hyperloop.\u003c/p>\n\u003cp>Yes, that’s \u003ca href=\"http://www.spacex.com/hyperloop\" target=\"_blank\" rel=\"noopener\">Elon Musk’s vision\u003c/a> for a system that would be able to propel passenger pods at near-supersonic speeds through closed tubes. The system would make it possible to travel from San Francisco to Los Angeles in half an hour. If that’s not an amazing enough travel value, the pods will be sealed so tightly and going so fast that you’d never smell Harris Ranch, aka \u003ca href=\"https://pando.com/2015/09/07/journey-through-oligarch-valley-pt-6-cowschwitz-exit-334/\" target=\"_blank\" rel=\"noopener\">Cowschwitz\u003c/a>, as you whiz past.\u003c/p>\n\u003cp>Hyperloop believers say it will not only be much faster than high-speed rail, but that it will be cheaper and faster to build. Already, one startup, Los Angeles-based \u003ca href=\"https://hyperloop-one.com/\" target=\"_blank\" rel=\"noopener\">Hyperloop One\u003c/a>, has \u003ca href=\"https://youtu.be/1e-Po9C8Kj8\" target=\"_blank\" rel=\"noopener\">begun open-air testing\u003c/a> of its technology at a research facility near Las Vegas.\u003c/p>\n\u003cp>But just as the California bullet train has been subject to criticism that it will turn out to be an expensive boondoggle, skeptics have argued the Hyperloop is little more than a costly, \u003ca href=\"http://www.citylab.com/tech/2015/12/the-hyperloop-is-not-superior-to-high-speed-rail/419592/\" target=\"_blank\" rel=\"noopener\">harsh-riding\u003c/a> distraction from building more \u003ca href=\"http://www.citylab.com/work/2013/10/another-reason-not-build-hyperloop/7163/\" target=\"_blank\" rel=\"noopener\">basic and technologically accessible infrastructure\u003c/a>.\u003c/p>\n\u003cp>This is the point where I say, “We’ll see.” — Meaning yeah, sure, maybe this will happen. Just like \u003ca href=\"http://archive.fortune.com/magazines/fortune/fortune_archive/1986/12/08/68392/index.htm\" target=\"_blank\" rel=\"noopener\">hypersonic airline travel\u003c/a>.\u003c/p>\n\u003cp>But in this case, there’s a possibility that we’ll see some version of a system before another two or three decades have passed. Hyperloop One is moving ahead with \u003ca href=\"https://techcrunch.com/2016/11/08/hyperloop-one-will-build-the-first-hyperloop-system-to-go-from-dubai-to-abu-dhabi-in-twelve-minutes/\" target=\"_blank\" rel=\"noopener\">a feasibility study\u003c/a> for a system that would run the 100 miles from Dubai to Abu Dhabi in the United Arab Emirates, a trip that would take about 12 minutes.\u003c/p>\n\u003cp>There’s one Achilles’ heel on display in the vision: It suggests pods will merge into city traffic to complete their trips. Maybe they don’t have gridlock in the U.A.E.\u003c/p>\n\u003cp>The video above shows Hyperloop One’s concept for its Abu Dhabi-Dubai route. The one below shows my favorite visualization of future travel.\u003c/p>\n\u003cp>[http_redir]\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" width=\"800\" height=\"450\" src=\"https://www.youtube.com/embed/q3oHmVhviO8\" frameborder=\"0\" scrolling=\"yes\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>[audio mp3=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/09/0011b589.mp3\"][/audio]\u003c/p>\n\u003cp>News that Waze, a navigation app owned by Google, is\u003ca href=\"http://www.wsj.com/articles/google-takes-on-uber-with-new-ride-share-service-1472584235\"> rolling out a carpooling service\u003c/a> in San Francisco has been framed as Google’s shot across Uber’s bow.\u003c/p>\n\u003cp>And a \u003ca href=\"http://www.recode.net/2016/8/29/12701626/uber-google-david-drummond-steps-down\">string of recent news\u003c/a> suggests that the two companies, which were once allies, are now becoming adversaries. Google pioneered the self-driving car and now \u003ca href=\"http://www.bloomberg.com/news/features/2016-08-18/uber-s-first-self-driving-fleet-arrives-in-pittsburgh-this-month-is06r7on\">Uber is getting into self-driving cars\u003c/a>. Uber basically created ride hailing and now Google is getting into the practice..\u003c/p>\n\u003cp>So are we seeing an all-out turf war?\u003c/p>\n\u003cp>“Perhaps a baseball analogy is a little bit more peaceful,” said Robert Siegel, a partner at the venture capital firm \u003ca href=\"http://xseedcap.com/team-member/robert-siegel/\">XSeed\u003c/a> and a \u003ca href=\"https://www.gsb.stanford.edu/faculty-research/faculty/robert-e-siegel\">lecturer\u003c/a> at Stanford. “I would say we’re maybe in the bottom of the first inning in a nine-inning game.”\u003c/p>\n\u003cfigure id=\"attachment_11069298\" class=\"wp-caption alignnone\" style=\"max-width: 640px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11069298 size-large\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/09/WAZE-2-1920x778.png\" alt=\"Google and Uber are vying to emerge as leaders in tech transportation \" width=\"640\" height=\"259\">\u003cfigcaption class=\"wp-caption-text\">Google and Uber are vying to emerge as leaders in tech transportation \u003ccite>(Queena Kim)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Siegel said that ultimately these companies are part of a larger effort to redefine the transportation industry. And it’s not just about moving people. Moving goods is a big part of it. Food delivery services like \u003ca href=\"http://www.wsj.com/articles/meal-delivery-company-sprig-goes-lean-1465257256\">Sprig \u003c/a>and Google Express, and self-driving truck start-up \u003ca href=\"http://qz.com/770885/otto-the-self-driving-trucking-startup-bought-by-uber-is-being-sued-for-trademark-infringement/\">Otto\u003c/a>, are experimenting with technologies that could upend the traditional industry of moving goods.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>These are all pieces in a larger puzzle, the complete picture of which is still to emerge. But the idea goes something like this: On-demand ride companies like Uber are collecting data and developing technology that can make both moving and collecting people (and goods) quicker and more efficient.\u003c/p>\n\u003cp>Right now, Uber and Lyft are also using that technology to create carpooling services, where you can share a ride and bring down costs. Couple that with autonomous cars, and the big idea here is that \u003ca href=\"https://www.buzzfeed.com/johanabhuiyan/lyft-co-founder-the-end-of-car-ownership-is-nigh?utm_term=.bkJ9lkrjk#.aoplqr7Qr\">car ownership may one day be unnecessary\u003c/a> and more costly, which could disrupt the \u003ca href=\"http://www.thedetroitbureau.com/2014/12/u-s-auto-industry-generates-record-1-1-trillion-in-2014-sales/\">trillion-dollar\u003c/a> car industry.\u003c/p>\n\u003cp>Products like Google Maps and Waze will play an essential role in this transportation revolution, helping suss out the fastest routes and traffic patterns. And autonomous cars will be reliant on such maps, which is why you see everybody from \u003ca href=\"http://money.cnn.com/2015/08/03/technology/audi-bmw-daimler-nokia-maps/\">automakers\u003c/a> to \u003ca href=\"http://www.theverge.com/2016/7/31/12338268/uber-maps-investment-500-million\">Uber\u003c/a> racing to develop their own maps.\u003c/p>\n\u003cp>But emerging as a leader in this future transportation market means companies must master all these technologies. Right now, Google has the upper hand in autonomous cars, compared with Uber. However, Uber dominates in ride-hailing technology.\u003c/p>\n\u003cp>“This is actually a very complex long-term game,” Siegel said. That brings us back to his “bottom-of-the-first inning” analogy.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Yes, competition is brewing, and we’re starting to see who might emerge as leaders. But these are still early days. When Google and Uber master all these technologies and ones we probably haven’t even thought of yet, then we’ll see a real turf war.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>News that Waze, a navigation app owned by Google, is\u003ca href=\"http://www.wsj.com/articles/google-takes-on-uber-with-new-ride-share-service-1472584235\"> rolling out a carpooling service\u003c/a> in San Francisco has been framed as Google’s shot across Uber’s bow.\u003c/p>\n\u003cp>And a \u003ca href=\"http://www.recode.net/2016/8/29/12701626/uber-google-david-drummond-steps-down\">string of recent news\u003c/a> suggests that the two companies, which were once allies, are now becoming adversaries. Google pioneered the self-driving car and now \u003ca href=\"http://www.bloomberg.com/news/features/2016-08-18/uber-s-first-self-driving-fleet-arrives-in-pittsburgh-this-month-is06r7on\">Uber is getting into self-driving cars\u003c/a>. Uber basically created ride hailing and now Google is getting into the practice..\u003c/p>\n\u003cp>So are we seeing an all-out turf war?\u003c/p>\n\u003cp>“Perhaps a baseball analogy is a little bit more peaceful,” said Robert Siegel, a partner at the venture capital firm \u003ca href=\"http://xseedcap.com/team-member/robert-siegel/\">XSeed\u003c/a> and a \u003ca href=\"https://www.gsb.stanford.edu/faculty-research/faculty/robert-e-siegel\">lecturer\u003c/a> at Stanford. “I would say we’re maybe in the bottom of the first inning in a nine-inning game.”\u003c/p>\n\u003cfigure id=\"attachment_11069298\" class=\"wp-caption alignnone\" style=\"max-width: 640px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11069298 size-large\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/09/WAZE-2-1920x778.png\" alt=\"Google and Uber are vying to emerge as leaders in tech transportation \" width=\"640\" height=\"259\">\u003cfigcaption class=\"wp-caption-text\">Google and Uber are vying to emerge as leaders in tech transportation \u003ccite>(Queena Kim)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Siegel said that ultimately these companies are part of a larger effort to redefine the transportation industry. And it’s not just about moving people. Moving goods is a big part of it. Food delivery services like \u003ca href=\"http://www.wsj.com/articles/meal-delivery-company-sprig-goes-lean-1465257256\">Sprig \u003c/a>and Google Express, and self-driving truck start-up \u003ca href=\"http://qz.com/770885/otto-the-self-driving-trucking-startup-bought-by-uber-is-being-sued-for-trademark-infringement/\">Otto\u003c/a>, are experimenting with technologies that could upend the traditional industry of moving goods.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>These are all pieces in a larger puzzle, the complete picture of which is still to emerge. But the idea goes something like this: On-demand ride companies like Uber are collecting data and developing technology that can make both moving and collecting people (and goods) quicker and more efficient.\u003c/p>\n\u003cp>Right now, Uber and Lyft are also using that technology to create carpooling services, where you can share a ride and bring down costs. Couple that with autonomous cars, and the big idea here is that \u003ca href=\"https://www.buzzfeed.com/johanabhuiyan/lyft-co-founder-the-end-of-car-ownership-is-nigh?utm_term=.bkJ9lkrjk#.aoplqr7Qr\">car ownership may one day be unnecessary\u003c/a> and more costly, which could disrupt the \u003ca href=\"http://www.thedetroitbureau.com/2014/12/u-s-auto-industry-generates-record-1-1-trillion-in-2014-sales/\">trillion-dollar\u003c/a> car industry.\u003c/p>\n\u003cp>Products like Google Maps and Waze will play an essential role in this transportation revolution, helping suss out the fastest routes and traffic patterns. And autonomous cars will be reliant on such maps, which is why you see everybody from \u003ca href=\"http://money.cnn.com/2015/08/03/technology/audi-bmw-daimler-nokia-maps/\">automakers\u003c/a> to \u003ca href=\"http://www.theverge.com/2016/7/31/12338268/uber-maps-investment-500-million\">Uber\u003c/a> racing to develop their own maps.\u003c/p>\n\u003cp>But emerging as a leader in this future transportation market means companies must master all these technologies. Right now, Google has the upper hand in autonomous cars, compared with Uber. However, Uber dominates in ride-hailing technology.\u003c/p>\n\u003cp>“This is actually a very complex long-term game,” Siegel said. That brings us back to his “bottom-of-the-first inning” analogy.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Yes, competition is brewing, and we’re starting to see who might emerge as leaders. But these are still early days. When Google and Uber master all these technologies and ones we probably haven’t even thought of yet, then we’ll see a real turf war.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>You probably know it’s against the law in most states to text and drive — but studies suggest that many of us still peek at our smartphones when we’re behind the wheel.\u003c/p>\n\u003cp>This habit, however, contributes to distracted driving. According to the U.S. Department of Transportation, \u003ca href=\"http://www.distraction.gov/stats-research-laws/facts-and-statistics.html\">3,179 people were killed\u003c/a> in car crashes involving a distracted driver in 2014.\u003c/p>\n\u003cp>New York is considering a law that would go beyond what any other state has done to allow police to examine drivers’ phones after a crash to determine if the driver was texting at the time of the incident.\u003c/p>\n\u003cp>The man behind this idea is Ben Lieberman. He lost his 19-year-old son, Evan, after a car crash in the Hudson Valley, north of New York City, in 2011.\u003c/p>\n\u003cp>“The driver of the car my son was in drifted over the yellow line and collided head-on with an oncoming car,” Lieberman says. Evan Lieberman was in the back seat, wearing a seat belt. He suffered massive internal injuries and died a month later.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Lieberman figured the police would investigate and look at the driver’s cellphone. He was surprised when they didn’t.\u003c/p>\n\u003cp>“The driver said he fell asleep at the wheel,” Lieberman says. “But when I finally got the cellphone records six agonizing months later, I saw texting throughout the drive and near the collision.”\u003c/p>\n\u003cp>Lieberman eventually got the driver’s phone records himself, but he had to file a civil lawsuit to do it.\u003c/p>\n\u003cfigure id=\"attachment_10940137\" class=\"wp-caption alignright\" style=\"max-width: 328px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/04/image001-287d579404f60deb9902377ca130878ac4a7a388.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-10940137\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/04/image001-287d579404f60deb9902377ca130878ac4a7a388.jpg\" alt=\"Ben Lieberman (left) and his son, Evan, who died in a car accident in 2011 when he was 19 years old. Ben Lieberman is behind a bill in New York that allows police to examine drivers' phones at the scene of an accident.\" width=\"328\" height=\"246\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Ben Lieberman (left) and his son, Evan, who died in a car accident in 2011 when he was 19 years old. Ben Lieberman is behind a bill in New York that allows police to examine drivers’ phones at the scene of an accident. \u003ccite>(Courtesy of Ben Lieberman)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“There’s a huge misunderstanding out there that police will look at phones at a crash, or that they subpoena the phone records afterwards,” Lieberman says. “Those are both very huge misconceptions.”\u003c/p>\n\u003cp>Law enforcement can subpoena records from the phone company or ask a judge for a warrant to search the phone itself. Sometimes, police and prosecutors will do that, especially for a major crash with fatalities. But they don’t always do it because it takes a lot of money and time for cases that can be hard to prove.\u003c/p>\n\u003cp>“Oftentimes, drivers aren’t willing to admit that they were texting on their cellphone or they were distracted by some other source,” says Tom Dingus, director of the Virginia Tech Transportation Institute. “It’s just underreported.”\u003c/p>\n\u003cp>Police accident reports say distraction is a factor in \u003ca href=\"http://www-nrd.nhtsa.dot.gov/Pubs/812132.pdf\">less than 20 percent\u003c/a> of crashes. But Dingus thinks the real number is much higher. When researchers at Virginia Tech put cameras in cars, they found that distracted drivers account for almost \u003ca href=\"http://www.pnas.org/content/113/10/2636.abstract\">70 percent of crashes\u003c/a>.\u003c/p>\n\u003cp>“They’re looking at a cellphone, they’re talking on a handheld phone, they’re tuning a radio.” Dingus says. “All of those things.”\u003c/p>\n\u003cp>\u003cstrong>How to Know If a Driver Was Texting\u003c/strong>\u003c/p>\n\u003cp>Nearly all states have made it illegal to text and drive. Some, like Utah, Illinois and New Jersey, impose big fines on drivers who get caught. But enforcement can be difficult.\u003c/p>\n\u003cp>In New York, Lieberman is proposing something that’s never been tried before. He wants to build an electronic device that could plug right into a cellphone and tell police whether it was in use at the time of the crash. Lieberman insists it would be designed not to look at sensitive stuff such as personal communications.\u003c/p>\n\u003cp>The device is called the “textalyzer.” Think breathalyzer, but for text messages and other electronic distractions.\u003c/p>\n\u003cp>“You know, it’s not gonna have any embarrassing conversations, any embarrassing pictures. It’s just gonna show text in, text out,” Lieberman says. “I don’t think that you have to surrender all your privacy rights to get this right.”\u003c/p>\n\u003cp>He has been talking to the company Cellebrite about actually building the “textalyzer.” An \u003ca href=\"https://www.nysenate.gov/legislation/bills/2015/s6325/amendment/a\">accompanying bill\u003c/a> has been introduced in the New York legislature.\u003c/p>\n\u003cp>But civil liberties advocates have big concerns.\u003c/p>\n\u003cp>“There are so many ways in which somebody could be using the phone in a car that is not a violation of any laws,” says Mariko Hirose, a lawyer with the New York Civil Liberties Union.\u003c/p>\n\u003cp>For example, the driver might be looking at a map, pulling over to the side of the road to send a text or using voice-activation software. The list goes on.\u003c/p>\n\u003cp>That’s not Hirose’s only concern.\u003c/p>\n\u003cp>“This bill is simply providing a way for law enforcement to get around the privacy protections that apply to a cellphone,” Hirose says.\u003c/p>\n\u003cp>But Dingus says the “textalyzer” is worth a try.\u003c/p>\n\u003cp>“You’re putting other people at risk when you drive and text, or drive and check stocks,” Dingus says. “It’s not just your privacy. You’re putting other people at risk.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Maybe the threat of getting caught will help convince more drivers to put down their phones.\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2016 NPR. To see more, visit http://www.npr.org/.\u003cimg decoding=\"async\" src=\"http://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=New+York+Wants+To+Know%3A+Have+You+Been+Texting+And+Driving%3F&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>You probably know it’s against the law in most states to text and drive — but studies suggest that many of us still peek at our smartphones when we’re behind the wheel.\u003c/p>\n\u003cp>This habit, however, contributes to distracted driving. According to the U.S. Department of Transportation, \u003ca href=\"http://www.distraction.gov/stats-research-laws/facts-and-statistics.html\">3,179 people were killed\u003c/a> in car crashes involving a distracted driver in 2014.\u003c/p>\n\u003cp>New York is considering a law that would go beyond what any other state has done to allow police to examine drivers’ phones after a crash to determine if the driver was texting at the time of the incident.\u003c/p>\n\u003cp>The man behind this idea is Ben Lieberman. He lost his 19-year-old son, Evan, after a car crash in the Hudson Valley, north of New York City, in 2011.\u003c/p>\n\u003cp>“The driver of the car my son was in drifted over the yellow line and collided head-on with an oncoming car,” Lieberman says. Evan Lieberman was in the back seat, wearing a seat belt. He suffered massive internal injuries and died a month later.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Lieberman figured the police would investigate and look at the driver’s cellphone. He was surprised when they didn’t.\u003c/p>\n\u003cp>“The driver said he fell asleep at the wheel,” Lieberman says. “But when I finally got the cellphone records six agonizing months later, I saw texting throughout the drive and near the collision.”\u003c/p>\n\u003cp>Lieberman eventually got the driver’s phone records himself, but he had to file a civil lawsuit to do it.\u003c/p>\n\u003cfigure id=\"attachment_10940137\" class=\"wp-caption alignright\" style=\"max-width: 328px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/04/image001-287d579404f60deb9902377ca130878ac4a7a388.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-10940137\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/04/image001-287d579404f60deb9902377ca130878ac4a7a388.jpg\" alt=\"Ben Lieberman (left) and his son, Evan, who died in a car accident in 2011 when he was 19 years old. Ben Lieberman is behind a bill in New York that allows police to examine drivers' phones at the scene of an accident.\" width=\"328\" height=\"246\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Ben Lieberman (left) and his son, Evan, who died in a car accident in 2011 when he was 19 years old. Ben Lieberman is behind a bill in New York that allows police to examine drivers’ phones at the scene of an accident. \u003ccite>(Courtesy of Ben Lieberman)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“There’s a huge misunderstanding out there that police will look at phones at a crash, or that they subpoena the phone records afterwards,” Lieberman says. “Those are both very huge misconceptions.”\u003c/p>\n\u003cp>Law enforcement can subpoena records from the phone company or ask a judge for a warrant to search the phone itself. Sometimes, police and prosecutors will do that, especially for a major crash with fatalities. But they don’t always do it because it takes a lot of money and time for cases that can be hard to prove.\u003c/p>\n\u003cp>“Oftentimes, drivers aren’t willing to admit that they were texting on their cellphone or they were distracted by some other source,” says Tom Dingus, director of the Virginia Tech Transportation Institute. “It’s just underreported.”\u003c/p>\n\u003cp>Police accident reports say distraction is a factor in \u003ca href=\"http://www-nrd.nhtsa.dot.gov/Pubs/812132.pdf\">less than 20 percent\u003c/a> of crashes. But Dingus thinks the real number is much higher. When researchers at Virginia Tech put cameras in cars, they found that distracted drivers account for almost \u003ca href=\"http://www.pnas.org/content/113/10/2636.abstract\">70 percent of crashes\u003c/a>.\u003c/p>\n\u003cp>“They’re looking at a cellphone, they’re talking on a handheld phone, they’re tuning a radio.” Dingus says. “All of those things.”\u003c/p>\n\u003cp>\u003cstrong>How to Know If a Driver Was Texting\u003c/strong>\u003c/p>\n\u003cp>Nearly all states have made it illegal to text and drive. Some, like Utah, Illinois and New Jersey, impose big fines on drivers who get caught. But enforcement can be difficult.\u003c/p>\n\u003cp>In New York, Lieberman is proposing something that’s never been tried before. He wants to build an electronic device that could plug right into a cellphone and tell police whether it was in use at the time of the crash. Lieberman insists it would be designed not to look at sensitive stuff such as personal communications.\u003c/p>\n\u003cp>The device is called the “textalyzer.” Think breathalyzer, but for text messages and other electronic distractions.\u003c/p>\n\u003cp>“You know, it’s not gonna have any embarrassing conversations, any embarrassing pictures. It’s just gonna show text in, text out,” Lieberman says. “I don’t think that you have to surrender all your privacy rights to get this right.”\u003c/p>\n\u003cp>He has been talking to the company Cellebrite about actually building the “textalyzer.” An \u003ca href=\"https://www.nysenate.gov/legislation/bills/2015/s6325/amendment/a\">accompanying bill\u003c/a> has been introduced in the New York legislature.\u003c/p>\n\u003cp>But civil liberties advocates have big concerns.\u003c/p>\n\u003cp>“There are so many ways in which somebody could be using the phone in a car that is not a violation of any laws,” says Mariko Hirose, a lawyer with the New York Civil Liberties Union.\u003c/p>\n\u003cp>For example, the driver might be looking at a map, pulling over to the side of the road to send a text or using voice-activation software. The list goes on.\u003c/p>\n\u003cp>That’s not Hirose’s only concern.\u003c/p>\n\u003cp>“This bill is simply providing a way for law enforcement to get around the privacy protections that apply to a cellphone,” Hirose says.\u003c/p>\n\u003cp>But Dingus says the “textalyzer” is worth a try.\u003c/p>\n\u003cp>“You’re putting other people at risk when you drive and text, or drive and check stocks,” Dingus says. “It’s not just your privacy. You’re putting other people at risk.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Maybe the threat of getting caught will help convince more drivers to put down their phones.\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2016 NPR. To see more, visit http://www.npr.org/.\u003cimg decoding=\"async\" src=\"http://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=New+York+Wants+To+Know%3A+Have+You+Been+Texting+And+Driving%3F&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Caltrain is making more room for bicycles on some of its trains starting today. A third bike car will be added to the system’s Bombardier-style trains, increasing bike capacity from 48 bikes to 72. The move will mean fewer cyclists getting left behind at stations due to overcrowding.\u003c/p>\n\u003cp>“We know that people who ride their bikes and try to bring them on board are often bumped and unable to bring them on the train,” says Chris Cassidy with the San Francisco Bicycle Coalition. “That impacts their life dramatically. They’re late getting home, late to pick up their kids, late to make dinner and late to meet their love ones.”\u003c/p>\n\u003cfigure id=\"attachment_10919815\" class=\"wp-caption alignright\" style=\"max-width: 400px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-thumbnail wp-image-10919815\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/04/config-400x577.jpg\" alt=\"New Bombardier train configuration.\" width=\"400\" height=\"577\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/config-400x577.jpg 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/config-800x1153.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/config-1180x1701.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/config-960x1384.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/config.jpg 1200w\" sizes=\"(max-width: 400px) 100vw, 400px\">\u003cfigcaption class=\"wp-caption-text\">New Bombardier train configuration. \u003ccite>(Courtesy of Caltrain)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The third bike car will be positioned next to the existing bike car on the southern side of the train. This effectively adds a sixth car to the train, and does not reduce overall seating capacity at all.\u003c/p>\n\u003cp>Caltrain officials say more than 7,000 bikes are brought aboard their trains each day, about triple what they were seeing in 2004.\u003c/p>\n\u003cp>Cassidy sees Caltrain’s addition as a promising step forward for the biking community.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“We recently did a survey of people who bike to and from Caltrain and learned that 45 percent of people who seek to bring their bikes on board would drive if they couldn’t get their bikes on Caltrain,” he says. “Caltrain is encouraging active transportation and better air quality for everyone who breathes in the Bay Area.”\u003c/p>\n\u003cp>The system’s gallery train sets, which already accommodate up to 80 onboard bicycles, will continue to have two bike cars.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Caltrain will increase bike capacity even further when it electrifies its fleet in coming years.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Caltrain is making more room for bicycles on some of its trains starting today. A third bike car will be added to the system’s Bombardier-style trains, increasing bike capacity from 48 bikes to 72. The move will mean fewer cyclists getting left behind at stations due to overcrowding.\u003c/p>\n\u003cp>“We know that people who ride their bikes and try to bring them on board are often bumped and unable to bring them on the train,” says Chris Cassidy with the San Francisco Bicycle Coalition. “That impacts their life dramatically. They’re late getting home, late to pick up their kids, late to make dinner and late to meet their love ones.”\u003c/p>\n\u003cfigure id=\"attachment_10919815\" class=\"wp-caption alignright\" style=\"max-width: 400px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-thumbnail wp-image-10919815\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/04/config-400x577.jpg\" alt=\"New Bombardier train configuration.\" width=\"400\" height=\"577\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/config-400x577.jpg 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/config-800x1153.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/config-1180x1701.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/config-960x1384.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/config.jpg 1200w\" sizes=\"(max-width: 400px) 100vw, 400px\">\u003cfigcaption class=\"wp-caption-text\">New Bombardier train configuration. \u003ccite>(Courtesy of Caltrain)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The third bike car will be positioned next to the existing bike car on the southern side of the train. This effectively adds a sixth car to the train, and does not reduce overall seating capacity at all.\u003c/p>\n\u003cp>Caltrain officials say more than 7,000 bikes are brought aboard their trains each day, about triple what they were seeing in 2004.\u003c/p>\n\u003cp>Cassidy sees Caltrain’s addition as a promising step forward for the biking community.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“We recently did a survey of people who bike to and from Caltrain and learned that 45 percent of people who seek to bring their bikes on board would drive if they couldn’t get their bikes on Caltrain,” he says. “Caltrain is encouraging active transportation and better air quality for everyone who breathes in the Bay Area.”\u003c/p>\n\u003cp>The system’s gallery train sets, which already accommodate up to 80 onboard bicycles, will continue to have two bike cars.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Caltrain will increase bike capacity even further when it electrifies its fleet in coming years.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003cem>Updated 3:30 p.m. Tuesday\u003c/em>\u003c/p>\n\u003cp>Crews worked throughout the day Tuesday to clear a historic stretch of railway outside Fremont as investigators look into the cause of a Monday evening commuter train derailment in which a car plunged from the rails into an adjacent creek, injuring nine people.\u003c/p>\n\u003cp>Service on the Altamont Commuter Express, which runs from Stockton to San Jose, remained shut down Tuesday as crews prepared to pull a derailed car from the bed of Alameda Creek. Highway 84, or Niles Canyon Road, was also shut down between Fremont and Sunol. \u003c/p>\n\u003cp>Of the nine hurt when the car toppled into the creek bed, four were injured seriously. At least two were reportedly still hospitalized Tuesday. The Federal Railroad Administration is investigating the incident. \u003c/p>\n\u003cp>https://twitter.com/abc7newsBayArea/status/707220455749341185?ref_src=twsrc%5Etfw\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The derailment occurred about 7:30 p.m. Monday as the eastbound train, carrying about 200 passengers, wound its way through Niles Canyon about five miles outside of Fremont and two miles west of Sunol. \u003c/p>\n\u003cp>That section of the Union Pacific-owned track, along \u003ca href=\"http://www.nps.gov/nr/travel/Asian_American_and_Pacific_Islander_Heritage/NHLpdfs/Niles%20NHL%20nomination.pdf\" target=\"_blank\" rel=\"noopener\">the original route of the Transcontinental Railroad\u003c/a>, parallels both the creek and Highway 84.\u003c/p>\n\u003cp>The train, which ACE says was traveling at about 35 mph at the time of the crash, apparently hit a mudslide that had pushed a tree and other debris onto the tracks. That sent the lead car tumbling into the storm-swollen creek, where it was partially submerged.\u003c/p>\n\u003cp>Sgt. J.D. Nelson, of the Alameda County Sheriff’s Department, said two deputies were in the area and were the first on the scene after the wreck, which had occurred on the opposite bank of the creek from the heavily traveled highway.\u003c/p>\n\u003cp>“Clearly they had a very chaotic scene” as they crossed the creek in the dark, Nelson said.\u003c/p>\n\u003cp>“You got people that are screaming, they had to break windows to get people out of the overturned car,” Nelson said. “They gotta figure out how to get everybody off this train that’s on its side out of the train that’s upright, down the tracks, then get them across the water.”\u003c/p>\n\u003cp>Passengers uninjured in the accident had to wait as long as two hours at the scene before they were taken by bus to the Alameda County Fairgrounds in Pleasanton. From there, they had to arrange their own rides home.\u003c/p>\n\u003cp>https://twitter.com/Kung_fu_kid/status/707085779999133696\u003c/p>\n\u003cp>Passenger Kathy Heilmann said that when the train came to a stopped, “it felt to me like the conductor slammed on the brakes, and then a moment later we hit something. So it was an abrupt stop. The train jerked back and forth quite a bit and I noticed almost immediately the smell of eucalyptus, like it was freshly cut. I later recognized that was from the trees that we plowed through.” \u003c/p>\n\u003cp>John Wong, a passenger who was headed home to Pleasanton, said he was dozing on the train’s last car, but was jolted awake by a sudden stop. He said it wasn’t clear what the trouble was until first responders entered the car.\u003c/p>\n\u003cp>“Everybody was just wondering what was going on, then one paramedic and one firefighter came on board to check if everyone was OK,” Wong said. After another half hour, passengers were allowed to detrain, then walk back along the tracks where they waited for the buses to Pleasanton.\u003c/p>\n\u003cp>“I’ll be back on that train as soon as it’s running,” Wong said. But it’s not exactly clear yet how long that will be.\u003c/p>\n\u003cp>Union Pacific said crews will be working throughout Tuesday and possibly into Wednesday to clear the tracks and make sure they’re safe to travel.\u003c/p>\n\u003cp>The main challenge, railroad spokesman Francisco Castillo said, is the terrain at the accident site and the position of the car that toppled off the tracks.\u003c/p>\n\u003cp>“It’s down the creek, it’s about 50 feet away from the track,” Castillo said. “It’s pretty steep. That’s only one car that’s down the creek and then the other four remain at the top on the tracks with one of them derailed.”\u003c/p>\n\u003cp>Inspectors for the California Public Utilities Commission are on the scene. The National Transportation Safety Board said it was monitoring the situation but as of Tuesday morning had not dispatched a team to look at the crash site.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The \u003ca>Altamont Corridor Express\u003c/a> began service in 1998 and runs four round trips each weekday between Stockton and San Jose. Ridership on the service was estimated to have been at 1.2 million annual trips in 2014.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The derailment occurred about 7:30 p.m. Monday as the eastbound train, carrying about 200 passengers, wound its way through Niles Canyon about five miles outside of Fremont and two miles west of Sunol. \u003c/p>\n\u003cp>That section of the Union Pacific-owned track, along \u003ca href=\"http://www.nps.gov/nr/travel/Asian_American_and_Pacific_Islander_Heritage/NHLpdfs/Niles%20NHL%20nomination.pdf\" target=\"_blank\" rel=\"noopener\">the original route of the Transcontinental Railroad\u003c/a>, parallels both the creek and Highway 84.\u003c/p>\n\u003cp>The train, which ACE says was traveling at about 35 mph at the time of the crash, apparently hit a mudslide that had pushed a tree and other debris onto the tracks. That sent the lead car tumbling into the storm-swollen creek, where it was partially submerged.\u003c/p>\n\u003cp>Sgt. J.D. Nelson, of the Alameda County Sheriff’s Department, said two deputies were in the area and were the first on the scene after the wreck, which had occurred on the opposite bank of the creek from the heavily traveled highway.\u003c/p>\n\u003cp>“Clearly they had a very chaotic scene” as they crossed the creek in the dark, Nelson said.\u003c/p>\n\u003cp>“You got people that are screaming, they had to break windows to get people out of the overturned car,” Nelson said. “They gotta figure out how to get everybody off this train that’s on its side out of the train that’s upright, down the tracks, then get them across the water.”\u003c/p>\n\u003cp>Passengers uninjured in the accident had to wait as long as two hours at the scene before they were taken by bus to the Alameda County Fairgrounds in Pleasanton. From there, they had to arrange their own rides home.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>Passenger Kathy Heilmann said that when the train came to a stopped, “it felt to me like the conductor slammed on the brakes, and then a moment later we hit something. So it was an abrupt stop. The train jerked back and forth quite a bit and I noticed almost immediately the smell of eucalyptus, like it was freshly cut. I later recognized that was from the trees that we plowed through.” \u003c/p>\n\u003cp>John Wong, a passenger who was headed home to Pleasanton, said he was dozing on the train’s last car, but was jolted awake by a sudden stop. He said it wasn’t clear what the trouble was until first responders entered the car.\u003c/p>\n\u003cp>“Everybody was just wondering what was going on, then one paramedic and one firefighter came on board to check if everyone was OK,” Wong said. After another half hour, passengers were allowed to detrain, then walk back along the tracks where they waited for the buses to Pleasanton.\u003c/p>\n\u003cp>“I’ll be back on that train as soon as it’s running,” Wong said. But it’s not exactly clear yet how long that will be.\u003c/p>\n\u003cp>Union Pacific said crews will be working throughout Tuesday and possibly into Wednesday to clear the tracks and make sure they’re safe to travel.\u003c/p>\n\u003cp>The main challenge, railroad spokesman Francisco Castillo said, is the terrain at the accident site and the position of the car that toppled off the tracks.\u003c/p>\n\u003cp>“It’s down the creek, it’s about 50 feet away from the track,” Castillo said. “It’s pretty steep. That’s only one car that’s down the creek and then the other four remain at the top on the tracks with one of them derailed.”\u003c/p>\n\u003cp>Inspectors for the California Public Utilities Commission are on the scene. The National Transportation Safety Board said it was monitoring the situation but as of Tuesday morning had not dispatched a team to look at the crash site.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The \u003ca>Altamont Corridor Express\u003c/a> began service in 1998 and runs four round trips each weekday between Stockton and San Jose. Ridership on the service was estimated to have been at 1.2 million annual trips in 2014.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003cstrong>Update, 9 a.m. Tuesday: \u003c/strong>Crews will work possibly into Wednesday to extricate a derailed train car from Alameda Creek and ensure the ACE train line involved in Monday evening’s accident is safe for service. \u003c/p>\n\u003cp>Officials say that nine people were injured in the incident, apparently caused by a landslide. \u003c/p>\n\u003cp>More details here: \u003ca href=\"http://ww2.kqed.org/news/2016/03/08/ace-train-derailment-niles-canyon-aftermath\" target=\"_blank\" rel=\"noopener\">Crews Cleaning Up After ACE Train Derailment Injures 9\u003c/a>\u003c/p>\n\u003cp>\u003cstrong>Original post:\u003c/strong> Authorities say a commuter train traveling from San Jose to Stockton derailed Monday night and the front car fell into a creek, injuring 14 people.\u003c/p>\n\u003cp>Joe Goldeen, reporter with the Stockton Record, tweeted that there were no fatalities.\u003c/p>\n\u003cblockquote class=\"twitter-tweet\">\n\u003cp dir=\"ltr\" lang=\"en\">Alameda Co Sheriff confirms no fatalities in ACE Train 10 derailment. Ten people have been taken to hospitals for various injuries \u003ca href=\"https://twitter.com/hashtag/Stockton?src=hash\">#Stockton\u003c/a>\u003c/p>\n\u003cp>— Joe Goldeen Reporter (@JoeGoldeen) \u003ca href=\"https://twitter.com/JoeGoldeen/status/707068775703523329\">March 8, 2016\u003c/a>\u003c/p>\u003c/blockquote>\n\u003cp>The train derailed because a tree had fallen on the tracks, \u003ca href=\"http://www.ktvu.com/news/102330606-story\" target=\"_blank\" rel=\"noopener\">KTVU News reported \u003c/a>and said that at least 200 people were on board.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Alameda County Sheriff’s Department spokesman Sgt. J.D. Nelson says the train car is partially submerged in water and crews are working to get people out.\u003c/p>\n\u003cp>Nelson says the Altamont Corridor Express — or ACE — train No. 10 went off the tracks near Niles Canyon Road in Sunol, a rural area of Alameda County about 45 miles east of San Francisco.\u003c/p>\n\u003cp>Around 9:00 p.m. Alameda County Fire tweeted that all passengers and been removed from the train and that 14 people were injured, 10 with minor injuries and 4 with serious but not life-threatening injuries. Those not injured are being transferred to Alameda County fairgrounds in Pleasanton.\u003c/p>\n\u003cblockquote class=\"twitter-tweet\">\n\u003cp dir=\"ltr\" lang=\"en\">Sunol Update: 14 injured (10 minor, 4 serious/non-life threatening). Non-injured passengers will be transported to \u003ca href=\"https://twitter.com/ACFair\">@ACFair\u003c/a>.\u003c/p>\n\u003cp>— Alameda County Fire (@AlamedaCoFire) \u003ca href=\"https://twitter.com/AlamedaCoFire/status/707068174513012736\">March 8, 2016\u003c/a>\u003c/p>\u003c/blockquote>\n\u003cblockquote class=\"twitter-tweet\">\n\u003cp dir=\"ltr\" lang=\"en\">Sunol Update: all passengers have been removed from derailed train & are being assessed.\u003c/p>\n\u003cp>— Alameda County Fire (@AlamedaCoFire) \u003ca href=\"https://twitter.com/AlamedaCoFire/status/707061846553923584\">March 8, 2016\u003c/a>\u003c/p>\u003c/blockquote>\n\u003cp>John Wong \u003ca href=\"https://twitter.com/Kung_fu_kid\" target=\"_blank\" rel=\"noopener\">tweeted from the scene\u003c/a> that he was a passenger on the train and that the conductor “got banged up pretty good.” He shared this video saying that four busses were taking non-injured passengers to the Pleasanton fairgrounds.\u003c/p>\n\u003cblockquote class=\"twitter-video\">\n\u003cp dir=\"ltr\" lang=\"en\">\u003ca href=\"https://twitter.com/hashtag/AceTrainDerailment?src=hash\">#AceTrainDerailment\u003c/a> Emergency responders will get us bused to the Pleasanton Staton. Looks like 4 buses. \u003ca href=\"https://t.co/zwXSC7B38D\">pic.twitter.com/zwXSC7B38D\u003c/a>\u003c/p>\n\u003cp>— John Wong (@Kung_fu_kid) \u003ca href=\"https://twitter.com/Kung_fu_kid/status/707070949397409792\">March 8, 2016\u003c/a>\u003c/p>\u003c/blockquote>\n\u003cp>\u003ca href=\"http://content.govdelivery.com/bulletins/gd/CAACE-13b2853\" target=\"_blank\" rel=\"noopener\">In a statement\u003c/a>, the Altamont Corridor Express said there will be no ACE service on Tuesday.\u003c/p>\n\u003cp>Officials say it was raining heavily in the area at the time of the accident.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>This story includes reporting from the Associated Press.\u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>Update, 9 a.m. Tuesday: \u003c/strong>Crews will work possibly into Wednesday to extricate a derailed train car from Alameda Creek and ensure the ACE train line involved in Monday evening’s accident is safe for service. \u003c/p>\n\u003cp>Officials say that nine people were injured in the incident, apparently caused by a landslide. \u003c/p>\n\u003cp>More details here: \u003ca href=\"http://ww2.kqed.org/news/2016/03/08/ace-train-derailment-niles-canyon-aftermath\" target=\"_blank\" rel=\"noopener\">Crews Cleaning Up After ACE Train Derailment Injures 9\u003c/a>\u003c/p>\n\u003cp>\u003cstrong>Original post:\u003c/strong> Authorities say a commuter train traveling from San Jose to Stockton derailed Monday night and the front car fell into a creek, injuring 14 people.\u003c/p>\n\u003cp>Joe Goldeen, reporter with the Stockton Record, tweeted that there were no fatalities.\u003c/p>\n\u003cblockquote class=\"twitter-tweet\">\n\u003cp dir=\"ltr\" lang=\"en\">Alameda Co Sheriff confirms no fatalities in ACE Train 10 derailment. Ten people have been taken to hospitals for various injuries \u003ca href=\"https://twitter.com/hashtag/Stockton?src=hash\">#Stockton\u003c/a>\u003c/p>\n\u003cp>— Joe Goldeen Reporter (@JoeGoldeen) \u003ca href=\"https://twitter.com/JoeGoldeen/status/707068775703523329\">March 8, 2016\u003c/a>\u003c/p>\u003c/blockquote>\n\u003cp>The train derailed because a tree had fallen on the tracks, \u003ca href=\"http://www.ktvu.com/news/102330606-story\" target=\"_blank\" rel=\"noopener\">KTVU News reported \u003c/a>and said that at least 200 people were on board.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Alameda County Sheriff’s Department spokesman Sgt. J.D. Nelson says the train car is partially submerged in water and crews are working to get people out.\u003c/p>\n\u003cp>Nelson says the Altamont Corridor Express — or ACE — train No. 10 went off the tracks near Niles Canyon Road in Sunol, a rural area of Alameda County about 45 miles east of San Francisco.\u003c/p>\n\u003cp>Around 9:00 p.m. Alameda County Fire tweeted that all passengers and been removed from the train and that 14 people were injured, 10 with minor injuries and 4 with serious but not life-threatening injuries. Those not injured are being transferred to Alameda County fairgrounds in Pleasanton.\u003c/p>\n\u003cblockquote class=\"twitter-tweet\">\n\u003cp dir=\"ltr\" lang=\"en\">Sunol Update: 14 injured (10 minor, 4 serious/non-life threatening). Non-injured passengers will be transported to \u003ca href=\"https://twitter.com/ACFair\">@ACFair\u003c/a>.\u003c/p>\n\u003cp>— Alameda County Fire (@AlamedaCoFire) \u003ca href=\"https://twitter.com/AlamedaCoFire/status/707068174513012736\">March 8, 2016\u003c/a>\u003c/p>\u003c/blockquote>\n\u003cblockquote class=\"twitter-tweet\">\n\u003cp dir=\"ltr\" lang=\"en\">Sunol Update: all passengers have been removed from derailed train & are being assessed.\u003c/p>\n\u003cp>— Alameda County Fire (@AlamedaCoFire) \u003ca href=\"https://twitter.com/AlamedaCoFire/status/707061846553923584\">March 8, 2016\u003c/a>\u003c/p>\u003c/blockquote>\n\u003cp>John Wong \u003ca href=\"https://twitter.com/Kung_fu_kid\" target=\"_blank\" rel=\"noopener\">tweeted from the scene\u003c/a> that he was a passenger on the train and that the conductor “got banged up pretty good.” He shared this video saying that four busses were taking non-injured passengers to the Pleasanton fairgrounds.\u003c/p>\n\u003cblockquote class=\"twitter-video\">\n\u003cp dir=\"ltr\" lang=\"en\">\u003ca href=\"https://twitter.com/hashtag/AceTrainDerailment?src=hash\">#AceTrainDerailment\u003c/a> Emergency responders will get us bused to the Pleasanton Staton. Looks like 4 buses. \u003ca href=\"https://t.co/zwXSC7B38D\">pic.twitter.com/zwXSC7B38D\u003c/a>\u003c/p>\n\u003cp>— John Wong (@Kung_fu_kid) \u003ca href=\"https://twitter.com/Kung_fu_kid/status/707070949397409792\">March 8, 2016\u003c/a>\u003c/p>\u003c/blockquote>\n\u003cp>\u003ca href=\"http://content.govdelivery.com/bulletins/gd/CAACE-13b2853\" target=\"_blank\" rel=\"noopener\">In a statement\u003c/a>, the Altamont Corridor Express said there will be no ACE service on Tuesday.\u003c/p>\n\u003cp>Officials say it was raining heavily in the area at the time of the accident.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>This story includes reporting from the Associated Press.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"title": "California Regulators Propose New Round of Rules for Uber, Lyft",
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"headTitle": "California Regulators Propose New Round of Rules for Uber, Lyft | KQED",
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"content": "\u003cp>Nearly two weeks after California regulators \u003ca href=\"http://ww2.kqed.org/news/2016/01/14/california-regulators-fine-uber-7-6-million\" target=\"_blank\" rel=\"noopener\">struck Uber with a $7.6 million fine\u003c/a>, the California Public Utilities Commission has proposed an updated set of guidelines for ride services that stop short of requiring more rigorous background and fingerprint checks for drivers.\u003c/p>\n\u003cp>But other proposed rules would tighten restrictions on vehicle inspections and require proof of commercial liability insurance. The regulations also propose giving the commission’s blessings to ride-service carpools, but transportation network companies, as they’re called, would have to show how they calculate split fares.\u003c/p>\n\u003cp>The regulations would require that ride-service vehicles be inspected annually, or every 50,000 miles, at a facility licensed by the California Department of Automotive Repair. Companies would need to maintain inspection records on each vehicle for up to three years.\u003c/p>\n\u003cp>Commissioner Liane Randolph wrote that since Uber claims its UberPool service reduces drunken driving deaths and injuries, companies would be required to submit reports that prove “their fare-splitting operations have had an impact on reducing traffic-related injuries,” along with evidence of how the service impacts the environment.\u003c/p>\n\u003cp>[contextly_sidebar id=”CNfh1oI9HgbRdjFU0d1GjVVH9s88mdAZ”]\u003c/p>\n\u003cp>Since the companies have mostly \u003ca href=\"http://ww2.kqed.org/news/2015/11/16/california-regulators-offer-a-tiny-glimpse-of-data-from-uber-and-lyft\" target=\"_blank\" rel=\"noopener\">refused to publicly release trip data\u003c/a>, little proof has been available in cities like San Francisco to show how ride services are contributing to congestion and affecting the environment.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>But that could change soon, as researchers at UC Berkeley and the Natural Resources Defense Council \u003ca href=\"http://ww2.kqed.org/news/2015/12/07/are-uber-and-lyft-really-disrupting-transportation\" target=\"_blank\" rel=\"noopener\">embark on the first widespread study\u003c/a> of ride services in big cities, including New York, San Francisco and Los Angeles.\u003c/p>\n\u003cp>Randolph wrote that services such as Shuddle, which transports unaccompanied children, should require fingerprint-based background checks using Trustline. But she did not propose fingerprint checks for all ride-service drivers, something taxi drivers are required to do.\u003c/p>\n\u003cp>Shuddle, in its response to regulators, questioned the accuracy and timeliness of federal and state databases used by Trustline. Randolph said regulators would decide whether to require mandatory fingerprint checks for services that transport minors in the next round of regulations, but said Shuddle is free to use another service.\u003c/p>\n\u003cp>Hansu Kim, the president of San Francisco’s Flywheel Taxi, said he’s concerned the new regulations don’t put a cap on the number of ride-service vehicles, and called a proposal to allow rented vehicles to enter the market “frightening” for the taxi industry.\u003c/p>\n\u003cp>“This opens the door for other people to get into the taxi-leasing business,” said Kim. “It is really staggering right now that we have less than 2,000 taxicabs and more than 20,000 Ubers working in San Francisco.”\u003c/p>\n\u003cp>Uber has not officially released numbers on how many drivers work in San Francisco, but has said it has 20,000 drivers in the Bay Area.\u003c/p>\n\u003cp>General Motors recently announced it was investing $500 million in Lyft and launching a new rental car service for Lyft drivers.\u003c/p>\n\u003cp>The rules would also require that ride-service vehicles have clear identifying displays on both the front and rear of the vehicles, so other road users know the vehicles might stop unexpectedly.\u003c/p>\n\u003cp>“Drivers, motorcyclists and bicyclists alike will be able to set more accurate expectations of driver behavior and act accordingly if they know they are behind an active TNC vehicle,” Randolph wrote.\u003c/p>\n\u003cp>Company officials at both Uber and Lyft said they are reviewing the new regulations, but did not immediately offer any detailed responses to the proposals.\u003c/p>\n\u003cp>“The CPUC’s proposed decision allows for continued innovation in transportation like Lyft Line, which expands carpooling by allowing consumers to share rides and cut costs,” said Chelsea Wilson, a Lyft spokeswoman. “We’ll continue working with the commission to encourage the development of smart and effective rules for ride-sharing.”\u003c/p>\n\u003cp>The California Public Utilities Commission is scheduled to take up the proposed regulations as early as February 25. You can read the full set of guidelines \u003ca href=\"http://docs.cpuc.ca.gov/PublishedDocs/Efile/G000/M157/K902/157902666.PDF\" target=\"_blank\" rel=\"noopener\">here\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>Correction: This story has been updated to reflect that the proposed regulations were issued by Commissioner Liane Randolph, not Judge Karen Clopton.\u003c/em> \u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Nearly two weeks after California regulators \u003ca href=\"http://ww2.kqed.org/news/2016/01/14/california-regulators-fine-uber-7-6-million\" target=\"_blank\" rel=\"noopener\">struck Uber with a $7.6 million fine\u003c/a>, the California Public Utilities Commission has proposed an updated set of guidelines for ride services that stop short of requiring more rigorous background and fingerprint checks for drivers.\u003c/p>\n\u003cp>But other proposed rules would tighten restrictions on vehicle inspections and require proof of commercial liability insurance. The regulations also propose giving the commission’s blessings to ride-service carpools, but transportation network companies, as they’re called, would have to show how they calculate split fares.\u003c/p>\n\u003cp>The regulations would require that ride-service vehicles be inspected annually, or every 50,000 miles, at a facility licensed by the California Department of Automotive Repair. Companies would need to maintain inspection records on each vehicle for up to three years.\u003c/p>\n\u003cp>Commissioner Liane Randolph wrote that since Uber claims its UberPool service reduces drunken driving deaths and injuries, companies would be required to submit reports that prove “their fare-splitting operations have had an impact on reducing traffic-related injuries,” along with evidence of how the service impacts the environment.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>Since the companies have mostly \u003ca href=\"http://ww2.kqed.org/news/2015/11/16/california-regulators-offer-a-tiny-glimpse-of-data-from-uber-and-lyft\" target=\"_blank\" rel=\"noopener\">refused to publicly release trip data\u003c/a>, little proof has been available in cities like San Francisco to show how ride services are contributing to congestion and affecting the environment.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>But that could change soon, as researchers at UC Berkeley and the Natural Resources Defense Council \u003ca href=\"http://ww2.kqed.org/news/2015/12/07/are-uber-and-lyft-really-disrupting-transportation\" target=\"_blank\" rel=\"noopener\">embark on the first widespread study\u003c/a> of ride services in big cities, including New York, San Francisco and Los Angeles.\u003c/p>\n\u003cp>Randolph wrote that services such as Shuddle, which transports unaccompanied children, should require fingerprint-based background checks using Trustline. But she did not propose fingerprint checks for all ride-service drivers, something taxi drivers are required to do.\u003c/p>\n\u003cp>Shuddle, in its response to regulators, questioned the accuracy and timeliness of federal and state databases used by Trustline. Randolph said regulators would decide whether to require mandatory fingerprint checks for services that transport minors in the next round of regulations, but said Shuddle is free to use another service.\u003c/p>\n\u003cp>Hansu Kim, the president of San Francisco’s Flywheel Taxi, said he’s concerned the new regulations don’t put a cap on the number of ride-service vehicles, and called a proposal to allow rented vehicles to enter the market “frightening” for the taxi industry.\u003c/p>\n\u003cp>“This opens the door for other people to get into the taxi-leasing business,” said Kim. “It is really staggering right now that we have less than 2,000 taxicabs and more than 20,000 Ubers working in San Francisco.”\u003c/p>\n\u003cp>Uber has not officially released numbers on how many drivers work in San Francisco, but has said it has 20,000 drivers in the Bay Area.\u003c/p>\n\u003cp>General Motors recently announced it was investing $500 million in Lyft and launching a new rental car service for Lyft drivers.\u003c/p>\n\u003cp>The rules would also require that ride-service vehicles have clear identifying displays on both the front and rear of the vehicles, so other road users know the vehicles might stop unexpectedly.\u003c/p>\n\u003cp>“Drivers, motorcyclists and bicyclists alike will be able to set more accurate expectations of driver behavior and act accordingly if they know they are behind an active TNC vehicle,” Randolph wrote.\u003c/p>\n\u003cp>Company officials at both Uber and Lyft said they are reviewing the new regulations, but did not immediately offer any detailed responses to the proposals.\u003c/p>\n\u003cp>“The CPUC’s proposed decision allows for continued innovation in transportation like Lyft Line, which expands carpooling by allowing consumers to share rides and cut costs,” said Chelsea Wilson, a Lyft spokeswoman. “We’ll continue working with the commission to encourage the development of smart and effective rules for ride-sharing.”\u003c/p>\n\u003cp>The California Public Utilities Commission is scheduled to take up the proposed regulations as early as February 25. You can read the full set of guidelines \u003ca href=\"http://docs.cpuc.ca.gov/PublishedDocs/Efile/G000/M157/K902/157902666.PDF\" target=\"_blank\" rel=\"noopener\">here\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>Correction: This story has been updated to reflect that the proposed regulations were issued by Commissioner Liane Randolph, not Judge Karen Clopton.\u003c/em> \u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Hundreds of thousands of people drive for Uber in the U.S. The ride-hailing company has had high-profile fights in courts and city halls over the status of these drivers: Are they employees or contractors? Can they unionize?\u003c/p>\n\u003cp>A fight that’s gotten far less attention — one that may affect drivers far more — is the competition between Uber and its main rival, Lyft.\u003c/p>\n\u003cp>Competition for drivers is so great that, about a year ago, Uber sent covert operatives into Lyft cars — to recruit.\u003c/p>\n\u003cp>Isabella Dure-Biondi was one of these covert operatives.\u003c/p>\n\u003cp>“I don’t really care Lyft versus Uber,” she says. “But I had the chance to make money and I was getting free Lyft rides.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cstrong>A Dramatic Tactic\u003c/strong>\u003c/p>\n\u003cp>In November 2014, a woman who worked for Uber told Dure-Biondi she could make cash quick. They met at the Arbor Cafe in Oakland.\u003c/p>\n\u003cp>“She had a laptop, and then she had me sign some” papers, Dure-Biondi says.\u003c/p>\n\u003cp>[contextly_sidebar id=”lwSLyXplsbAPuxxKXjlqucbjqxcDpNIi”]\u003c/p>\n\u003cp>By the end of 2014, Uber had hired hundreds of people across the country for this very grass-roots job. For its part, Lyft says it offers bonuses to current drivers who sign up new ones.\u003c/p>\n\u003cp>Dure-Biondi got Uber training on the spot.\u003c/p>\n\u003cp>“We took a couple of rides together, and she kind of showed me how to” get Lyft drivers to switch to Uber, Dure-Biondi adds.\u003c/p>\n\u003cp>The recruiter, who independently verified these details with NPR, gave Dure-Biondi an iPhone. For two months, Dure-Biondi would order Lyft cars, hop in and start chatting up the driver: How are you doing? How’s your day?\u003c/p>\n\u003cp>“Oh, where are you from? Asking nice-people questions. Just being nice,” Dure-Biondi says.\u003c/p>\n\u003cp>And then, she’d casually slip in: “Why’d you decide to drive for Lyft? Oh, yeah, that’s really interesting. Well, would you ever consider driving for Uber? Why did you decide Lyft over Uber?”\u003c/p>\n\u003cp>At this point in the conversation, Dure-Biondi would reveal that she’s an Uber ambassador, and if the driver signs up right now, they’ll each make hundreds of dollars.\u003c/p>\n\u003cp>Interestingly, only one guy agreed. Dure-Biondi says the big bonus wasn’t enough: “A lot of people chose Lyft because of the morals of it versus Uber. It was more of a friendly company.”\u003c/p>\n\u003cp>\u003cstrong>Drivers Compare the Services\u003c/strong>\u003c/p>\n\u003cp>Scott Christopherson drives for both Lyft and Uber. “Yeah, I think that there is a difference in the relationship between passengers and drivers in the two platforms,” he says.\u003c/p>\n\u003cp>NPR spoke with two dozen people who decided to work for both companies. And consistently, these drivers say: In Lyft there are fewer expectations. It’s more touchy-feely.\u003c/p>\n\u003cp>Passengers are supposed to hop in the front seat and be friendly because, as the motto goes, the driver is “your friend with a car.”\u003c/p>\n\u003cp>“I have very few problems with Lyft passengers,” Christopherson says. “They’re generally very nice. Or if they’re not nice, they’re quiet.”\u003c/p>\n\u003cp>Uber started as a luxury brand. Its motto is “everyone’s private driver.” So, Christopherson says, for people like him — people who drive super-part time, who have other jobs — it’s not a great feeling when passengers expect a chauffeur.\u003c/p>\n\u003cp>“They don’t really kind of care about what you think of them. And so it’s a little more fraught,” he says.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" src=\"http://www.npr.org/player/embed/463473462/463503908\" width=\"100%\" height=\"290\" scrolling=\"yes\" class=\"iframe-class\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\u003cp>Driver Jennifer Rose agrees there’s a difference, but doesn’t think it’s a bad thing. On days when she’s high on life, has great news about her kids, she can really enjoy a chatty Lyft passenger. Other times, she likes the quiet. “I can appreciate the person who wants to talk the whole trip or the person who just wants to sit there and take a ride,” she says.\u003c/p>\n\u003cp>Financially, there are differences too. NPR examined drivers’ payment statements. Lyft takes 20 percent of fares. Uber takes 20 to 25 percent on the standard service, and 28 percent on the SUV service.\u003c/p>\n\u003cp>Most drivers say these percentages are fairly comparable. It’s another line item that stands out: “The one thing that Lyft does and Uber doesn’t is tipping! Did you notice that looking at the [statements]?” Christopherson says.\u003c/p>\n\u003cp>Lyft says its drivers earned about $58 million last year — on top of fares — through tips.\u003c/p>\n\u003cp>\u003cstrong>Lyft: Mission Is Different \u003c/strong>\u003c/p>\n\u003cp>Lyft Chief Marketing Officer Kira Wampler says the company is more focused on driver well-being than Uber is because Lyft has a different mission.\u003c/p>\n\u003cp>While both companies want to improve transportation, Lyft explicitly has an environmental goal: having fewer cars on the road and filling empty seats.\u003c/p>\n\u003cp>“You can’t fill every seat in every car unless the people in each car treat each other well,” Wampler says.\u003c/p>\n\u003cp>Uber declined an interview to discuss driver benefits. But in an email, Faryl Ury, a company spokeswoman, says it’s misleading to just say that Uber takes a bigger cut from drivers. Driver earnings depend a lot on how many rides they get, and in most markets Uber has more passengers calling. On tipping, Ury says, research shows tips are not really based on quality of service, so drivers could be rewarded or dinged unfairly.\u003c/p>\n\u003cp>Ryder Pearce, co-founder of \u003ca href=\"https://www.sherpashare.com/\">Sherpashare\u003c/a>, a site that tracks wages and expenses for on-demand drivers, says competition is an “enormous benefit” for workers. When Uber or Lyft announces a new perk, the other follows, thereby pushing up the floor.\u003c/p>\n\u003cp>For example, both companies recently announced short-term car rentals for drivers who don’t have their own wheels or insurance.\u003c/p>\n\u003cp>“Uber and Lyft both recognize that if they don’t keep rates competitive, and add more driver perks — and both have very large teams working on this — they will lose out on drivers,” Pearce says.\u003c/p>\n\u003cp>Sherpashare data indicate many drivers work for more than one service. Pearce says they don’t have a strong incentive to be loyal because the differences between companies are not that stark. Drivers’ bottom-line concern: “They just want to log in and have passengers to pick up,” he says.\u003c/p>\n\u003cp>If one company won and got all the business, he says, drivers would lose out.\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2016 NPR. To see more, visit http://www.npr.org/.\u003cimg decoding=\"async\" src=\"http://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=In+The+Battle+Between+Lyft+And+Uber%2C+The+Focus+Is+On+Drivers&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\" alt=\"\">\u003c/div>\n\u003cp>\u003cstrong>Transcript :\u003c/strong>\u003c/p>\n\u003cp>ARI SHAPIRO, HOST:\u003c/p>\n\u003cp>And let’s turn now to one of the fiercest business rivalries made possible by the smartphone app revolution. It’s time for All Tech considered.\u003c/p>\n\u003cp>(SOUNDBITE OF MUSIC)\u003c/p>\n\u003cp>SHAPIRO: Hundreds of thousands of people now drive for either Uber or Lyft, providing rides at the touch of an app. There have been legal debates over their status. Are the drivers contractors or employees? Can they unionize? Now add this to the driver’s dilemma: When they sign on to drive for one company, drivers become a recruitment target for the other. Here’s NPR’s Aarti Shahani in San Francisco.\u003c/p>\n\u003cp>AARTI SHAHANI, BYLINE: In the Bay Area, both companies are big, and competition for drivers is so great that about a year back, Uber sent covert operatives into Lyft cars to recruit. Isabella Dure-Biondi was one of these covert operatives.\u003c/p>\n\u003cp>ISABELLA DURE-BIONDI: And, like, I don’t really care Lyft versus Uber, like. But I had the chance to make money, and I was getting free Lyft rides.\u003c/p>\n\u003cp>SHAHANI: In November of 2014, a woman who worked for Uber told Dure-Biondi she could make cash quick. They met right here at the Arbor Cafe in Oakland.\u003c/p>\n\u003cp>DURE-BIONDI: She had a laptop, and she had me sign some, like, online papers. And I think she had some, like, paper papers.\u003c/p>\n\u003cp>SHAHANI: By the end of 2014, Uber had hired hundreds of people across the country for this very gras-roots job. For its part, Lyft says it offers bonuses to current drivers who sign on new ones. Dure-Biondi got Uber training quickly.\u003c/p>\n\u003cp>DURE-BIONDI: We took a couple of rides together, and she kind of showed me how to do it.\u003c/p>\n\u003cp>SHAHANI: The recruiter who independently verified these details with NPR gave Dure-Biondi an iPhone. For two months, she would order Lyft cars, hop in and start chatting up the driver. How are you doing? How’s your day?\u003c/p>\n\u003cp>DURE-BIONDI: Oh, where are you from — asking kind of, like, nice-people questions, just being nice.\u003c/p>\n\u003cp>SHAHANI: And then casually slip in …\u003c/p>\n\u003cp>DURE-BIONDI: Why did you decide to drive for Lyft? Oh, yeah, that’s really interesting.\u003c/p>\n\u003cp>SHAHANI: Nod, nod, nod, and then …\u003c/p>\n\u003cp>DURE-BIONDI: You’d be, like, well, would you ever consider driving for Uber? Like, why did you decide Lyft over Uber?\u003c/p>\n\u003cp>SHAHANI: At this point in the conversation, Dure-Biondi would reveal she’s an Uber ambassador, and if the driver signs up right now, they each make hundreds of dollars. Interestingly, only one guy agreed. Dure-Biondi says the big bonus wasn’t enough.\u003c/p>\n\u003cp>DURE-BIONDI: A lot of people chose Lyft because of the, like, morals of it versus Uber. You know, it was more of a, like, friendly company.\u003c/p>\n\u003cp>SCOTT CHRISTOPHERSON: That’s the thing. Yeah, I think that there is a difference in the relationship between passengers and drivers in the two platforms.\u003c/p>\n\u003cp>SHAHANI: Scott Christopherson drives for Lyft and Uber. NPR spoke with two dozen people who decided to work for both. And consistently, these drivers say in Lyft cars, there are fewer expectations. Passengers are supposed to hop in the front seat and be friendly because, as the motto goes, the driver is your friend with a car.\u003c/p>\n\u003cp>CHRISTOPHERSON: I’ve had very few problems with the Lyft passengers. They’re generally very nice, or if they’re not nice, they’re quiet.\u003c/p>\n\u003cp>SHAHANI: Uber started as a luxury brand. Its motto is, everyone’s private driver. So, Christopherson says, for people like him, people who drive super part-time who have other jobs, it’s not a great feeling when passengers expect a chauffeur.\u003c/p>\n\u003cp>CHRISTOPHERSON: They don’t really kind of care about what you think of them, and so it’s a little more fraught.\u003c/p>\n\u003cp>SHAHANI: Financially, there are differences, too. NPR examined drivers’ payment statements. Lyft takes 20 percent of fairs. Uber takes 20 to 25 percent on the standard service and 28 percent on the SUV service. Most drivers say these percentages are fairly comparable. It’s another line item that stands out.\u003c/p>\n\u003cp>CHRISTOPHERSON: The one thing that Lyft does and Uber doesn’t is tipping. Did you notice that looking at the things?\u003c/p>\n\u003cp>SHAHANI: Chief marketing officer Kira Wampler says Lyft is more focused on driver well-being than Uber is because it’s got a different mission. While both companies want to improve transportation, Lyft explicitly has an environmental goal to get fewer cars on the road and fill empty seats.\u003c/p>\n\u003cp>KIRA WAMPLER: You can’t fill every seat in every car unless the people in the car treat each other well.\u003c/p>\n\u003cp>SHAHANI: Uber declined an interview to discuss driver benefits, but in an email, a company spokeswoman says it’s misleading to just say Uber takes a bigger cut from drivers. Driver earnings depend a lot on how many rides they get, and Uber has more passengers calling. On tipping, she says research shows tips are not really based on quality of service, so drivers could be rewarded or dinged unfairly. Ryder Pearce, co-founder of SherpaShare, a site that tracks wages and expenses for on-demand drivers, says competition benefits workers. When Uber or Lyft announces a new perk, the other follows.\u003c/p>\n\u003cp>RYDER PEARCE: Uber and Lyft will both recognize that if they don’t keep rates competitive and add more driver perks — and both have very large teams working on this — they will lose out on drivers.\u003c/p>\n\u003cp>SHAHANI: Many drivers work for more than one service. Pearce says they don’t have a strong incentive to be loyal because their bottom line is …\u003c/p>\n\u003cp>PEARCE: They just want to log in and have passengers to pick up.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>SHAHANI: If one company won, got all the business, he says, drivers would lose out. Aarti Shahani, NPR News, San Francisco. Transcript provided by NPR, Copyright NPR.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Hundreds of thousands of people drive for Uber in the U.S. The ride-hailing company has had high-profile fights in courts and city halls over the status of these drivers: Are they employees or contractors? Can they unionize?\u003c/p>\n\u003cp>A fight that’s gotten far less attention — one that may affect drivers far more — is the competition between Uber and its main rival, Lyft.\u003c/p>\n\u003cp>Competition for drivers is so great that, about a year ago, Uber sent covert operatives into Lyft cars — to recruit.\u003c/p>\n\u003cp>Isabella Dure-Biondi was one of these covert operatives.\u003c/p>\n\u003cp>“I don’t really care Lyft versus Uber,” she says. “But I had the chance to make money and I was getting free Lyft rides.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>A Dramatic Tactic\u003c/strong>\u003c/p>\n\u003cp>In November 2014, a woman who worked for Uber told Dure-Biondi she could make cash quick. They met at the Arbor Cafe in Oakland.\u003c/p>\n\u003cp>“She had a laptop, and then she had me sign some” papers, Dure-Biondi says.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>By the end of 2014, Uber had hired hundreds of people across the country for this very grass-roots job. For its part, Lyft says it offers bonuses to current drivers who sign up new ones.\u003c/p>\n\u003cp>Dure-Biondi got Uber training on the spot.\u003c/p>\n\u003cp>“We took a couple of rides together, and she kind of showed me how to” get Lyft drivers to switch to Uber, Dure-Biondi adds.\u003c/p>\n\u003cp>The recruiter, who independently verified these details with NPR, gave Dure-Biondi an iPhone. For two months, Dure-Biondi would order Lyft cars, hop in and start chatting up the driver: How are you doing? How’s your day?\u003c/p>\n\u003cp>“Oh, where are you from? Asking nice-people questions. Just being nice,” Dure-Biondi says.\u003c/p>\n\u003cp>And then, she’d casually slip in: “Why’d you decide to drive for Lyft? Oh, yeah, that’s really interesting. Well, would you ever consider driving for Uber? Why did you decide Lyft over Uber?”\u003c/p>\n\u003cp>At this point in the conversation, Dure-Biondi would reveal that she’s an Uber ambassador, and if the driver signs up right now, they’ll each make hundreds of dollars.\u003c/p>\n\u003cp>Interestingly, only one guy agreed. Dure-Biondi says the big bonus wasn’t enough: “A lot of people chose Lyft because of the morals of it versus Uber. It was more of a friendly company.”\u003c/p>\n\u003cp>\u003cstrong>Drivers Compare the Services\u003c/strong>\u003c/p>\n\u003cp>Scott Christopherson drives for both Lyft and Uber. “Yeah, I think that there is a difference in the relationship between passengers and drivers in the two platforms,” he says.\u003c/p>\n\u003cp>NPR spoke with two dozen people who decided to work for both companies. And consistently, these drivers say: In Lyft there are fewer expectations. It’s more touchy-feely.\u003c/p>\n\u003cp>Passengers are supposed to hop in the front seat and be friendly because, as the motto goes, the driver is “your friend with a car.”\u003c/p>\n\u003cp>“I have very few problems with Lyft passengers,” Christopherson says. “They’re generally very nice. Or if they’re not nice, they’re quiet.”\u003c/p>\n\u003cp>Uber started as a luxury brand. Its motto is “everyone’s private driver.” So, Christopherson says, for people like him — people who drive super-part time, who have other jobs — it’s not a great feeling when passengers expect a chauffeur.\u003c/p>\n\u003cp>“They don’t really kind of care about what you think of them. And so it’s a little more fraught,” he says.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" src=\"http://www.npr.org/player/embed/463473462/463503908\" width=\"100%\" height=\"290\" scrolling=\"yes\" class=\"iframe-class\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\u003cp>Driver Jennifer Rose agrees there’s a difference, but doesn’t think it’s a bad thing. On days when she’s high on life, has great news about her kids, she can really enjoy a chatty Lyft passenger. Other times, she likes the quiet. “I can appreciate the person who wants to talk the whole trip or the person who just wants to sit there and take a ride,” she says.\u003c/p>\n\u003cp>Financially, there are differences too. NPR examined drivers’ payment statements. Lyft takes 20 percent of fares. Uber takes 20 to 25 percent on the standard service, and 28 percent on the SUV service.\u003c/p>\n\u003cp>Most drivers say these percentages are fairly comparable. It’s another line item that stands out: “The one thing that Lyft does and Uber doesn’t is tipping! Did you notice that looking at the [statements]?” Christopherson says.\u003c/p>\n\u003cp>Lyft says its drivers earned about $58 million last year — on top of fares — through tips.\u003c/p>\n\u003cp>\u003cstrong>Lyft: Mission Is Different \u003c/strong>\u003c/p>\n\u003cp>Lyft Chief Marketing Officer Kira Wampler says the company is more focused on driver well-being than Uber is because Lyft has a different mission.\u003c/p>\n\u003cp>While both companies want to improve transportation, Lyft explicitly has an environmental goal: having fewer cars on the road and filling empty seats.\u003c/p>\n\u003cp>“You can’t fill every seat in every car unless the people in each car treat each other well,” Wampler says.\u003c/p>\n\u003cp>Uber declined an interview to discuss driver benefits. But in an email, Faryl Ury, a company spokeswoman, says it’s misleading to just say that Uber takes a bigger cut from drivers. Driver earnings depend a lot on how many rides they get, and in most markets Uber has more passengers calling. On tipping, Ury says, research shows tips are not really based on quality of service, so drivers could be rewarded or dinged unfairly.\u003c/p>\n\u003cp>Ryder Pearce, co-founder of \u003ca href=\"https://www.sherpashare.com/\">Sherpashare\u003c/a>, a site that tracks wages and expenses for on-demand drivers, says competition is an “enormous benefit” for workers. When Uber or Lyft announces a new perk, the other follows, thereby pushing up the floor.\u003c/p>\n\u003cp>For example, both companies recently announced short-term car rentals for drivers who don’t have their own wheels or insurance.\u003c/p>\n\u003cp>“Uber and Lyft both recognize that if they don’t keep rates competitive, and add more driver perks — and both have very large teams working on this — they will lose out on drivers,” Pearce says.\u003c/p>\n\u003cp>Sherpashare data indicate many drivers work for more than one service. Pearce says they don’t have a strong incentive to be loyal because the differences between companies are not that stark. Drivers’ bottom-line concern: “They just want to log in and have passengers to pick up,” he says.\u003c/p>\n\u003cp>If one company won and got all the business, he says, drivers would lose out.\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2016 NPR. To see more, visit http://www.npr.org/.\u003cimg decoding=\"async\" src=\"http://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=In+The+Battle+Between+Lyft+And+Uber%2C+The+Focus+Is+On+Drivers&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\" alt=\"\">\u003c/div>\n\u003cp>\u003cstrong>Transcript :\u003c/strong>\u003c/p>\n\u003cp>ARI SHAPIRO, HOST:\u003c/p>\n\u003cp>And let’s turn now to one of the fiercest business rivalries made possible by the smartphone app revolution. It’s time for All Tech considered.\u003c/p>\n\u003cp>(SOUNDBITE OF MUSIC)\u003c/p>\n\u003cp>SHAPIRO: Hundreds of thousands of people now drive for either Uber or Lyft, providing rides at the touch of an app. There have been legal debates over their status. Are the drivers contractors or employees? Can they unionize? Now add this to the driver’s dilemma: When they sign on to drive for one company, drivers become a recruitment target for the other. Here’s NPR’s Aarti Shahani in San Francisco.\u003c/p>\n\u003cp>AARTI SHAHANI, BYLINE: In the Bay Area, both companies are big, and competition for drivers is so great that about a year back, Uber sent covert operatives into Lyft cars to recruit. Isabella Dure-Biondi was one of these covert operatives.\u003c/p>\n\u003cp>ISABELLA DURE-BIONDI: And, like, I don’t really care Lyft versus Uber, like. But I had the chance to make money, and I was getting free Lyft rides.\u003c/p>\n\u003cp>SHAHANI: In November of 2014, a woman who worked for Uber told Dure-Biondi she could make cash quick. They met right here at the Arbor Cafe in Oakland.\u003c/p>\n\u003cp>DURE-BIONDI: She had a laptop, and she had me sign some, like, online papers. And I think she had some, like, paper papers.\u003c/p>\n\u003cp>SHAHANI: By the end of 2014, Uber had hired hundreds of people across the country for this very gras-roots job. For its part, Lyft says it offers bonuses to current drivers who sign on new ones. Dure-Biondi got Uber training quickly.\u003c/p>\n\u003cp>DURE-BIONDI: We took a couple of rides together, and she kind of showed me how to do it.\u003c/p>\n\u003cp>SHAHANI: The recruiter who independently verified these details with NPR gave Dure-Biondi an iPhone. For two months, she would order Lyft cars, hop in and start chatting up the driver. How are you doing? How’s your day?\u003c/p>\n\u003cp>DURE-BIONDI: Oh, where are you from — asking kind of, like, nice-people questions, just being nice.\u003c/p>\n\u003cp>SHAHANI: And then casually slip in …\u003c/p>\n\u003cp>DURE-BIONDI: Why did you decide to drive for Lyft? Oh, yeah, that’s really interesting.\u003c/p>\n\u003cp>SHAHANI: Nod, nod, nod, and then …\u003c/p>\n\u003cp>DURE-BIONDI: You’d be, like, well, would you ever consider driving for Uber? Like, why did you decide Lyft over Uber?\u003c/p>\n\u003cp>SHAHANI: At this point in the conversation, Dure-Biondi would reveal she’s an Uber ambassador, and if the driver signs up right now, they each make hundreds of dollars. Interestingly, only one guy agreed. Dure-Biondi says the big bonus wasn’t enough.\u003c/p>\n\u003cp>DURE-BIONDI: A lot of people chose Lyft because of the, like, morals of it versus Uber. You know, it was more of a, like, friendly company.\u003c/p>\n\u003cp>SCOTT CHRISTOPHERSON: That’s the thing. Yeah, I think that there is a difference in the relationship between passengers and drivers in the two platforms.\u003c/p>\n\u003cp>SHAHANI: Scott Christopherson drives for Lyft and Uber. NPR spoke with two dozen people who decided to work for both. And consistently, these drivers say in Lyft cars, there are fewer expectations. Passengers are supposed to hop in the front seat and be friendly because, as the motto goes, the driver is your friend with a car.\u003c/p>\n\u003cp>CHRISTOPHERSON: I’ve had very few problems with the Lyft passengers. They’re generally very nice, or if they’re not nice, they’re quiet.\u003c/p>\n\u003cp>SHAHANI: Uber started as a luxury brand. Its motto is, everyone’s private driver. So, Christopherson says, for people like him, people who drive super part-time who have other jobs, it’s not a great feeling when passengers expect a chauffeur.\u003c/p>\n\u003cp>CHRISTOPHERSON: They don’t really kind of care about what you think of them, and so it’s a little more fraught.\u003c/p>\n\u003cp>SHAHANI: Financially, there are differences, too. NPR examined drivers’ payment statements. Lyft takes 20 percent of fairs. Uber takes 20 to 25 percent on the standard service and 28 percent on the SUV service. Most drivers say these percentages are fairly comparable. It’s another line item that stands out.\u003c/p>\n\u003cp>CHRISTOPHERSON: The one thing that Lyft does and Uber doesn’t is tipping. Did you notice that looking at the things?\u003c/p>\n\u003cp>SHAHANI: Chief marketing officer Kira Wampler says Lyft is more focused on driver well-being than Uber is because it’s got a different mission. While both companies want to improve transportation, Lyft explicitly has an environmental goal to get fewer cars on the road and fill empty seats.\u003c/p>\n\u003cp>KIRA WAMPLER: You can’t fill every seat in every car unless the people in the car treat each other well.\u003c/p>\n\u003cp>SHAHANI: Uber declined an interview to discuss driver benefits, but in an email, a company spokeswoman says it’s misleading to just say Uber takes a bigger cut from drivers. Driver earnings depend a lot on how many rides they get, and Uber has more passengers calling. On tipping, she says research shows tips are not really based on quality of service, so drivers could be rewarded or dinged unfairly. Ryder Pearce, co-founder of SherpaShare, a site that tracks wages and expenses for on-demand drivers, says competition benefits workers. When Uber or Lyft announces a new perk, the other follows.\u003c/p>\n\u003cp>RYDER PEARCE: Uber and Lyft will both recognize that if they don’t keep rates competitive and add more driver perks — and both have very large teams working on this — they will lose out on drivers.\u003c/p>\n\u003cp>SHAHANI: Many drivers work for more than one service. Pearce says they don’t have a strong incentive to be loyal because their bottom line is …\u003c/p>\n\u003cp>PEARCE: They just want to log in and have passengers to pick up.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>SHAHANI: If one company won, got all the business, he says, drivers would lose out. Aarti Shahani, NPR News, San Francisco. Transcript provided by NPR, Copyright NPR.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Federal highway safety data released Tuesday show the traffic death toll in California continues to trend upward even as the number of people who die on roads nationwide holds steady.\u003c/p>\n\u003cp>\u003ca href=\"http://www-nrd.nhtsa.dot.gov/Pubs/812219.pdf\" target=\"_blank\" rel=\"noopener\">The National Highway Traffic Safety Administration reported\u003c/a> that 32,675 people — vehicle drivers, their passengers, pedestrians and cyclists — died in collisions in 2014. On the one hand, that’s terrible, the equivalent of erasing the entire population of Menlo Park in the course of a year.\u003c/p>\n\u003cp>Another 2.3 million people were injured in crashes nationwide — equal to the combined population of San Jose, San Francisco and Oakland.\u003c/p>\n\u003cp>On the other hand, the 2014 death toll was down 44 deaths, or 0.1 percent of the total, from the year before. That’s part of a long-term trend that has seen the number of yearly road deaths decline from more than 50,000, a level exceeded 11 times between the mid-1960s and early ’80s, to a modern low of 32,479 in 2011.\u003c/p>\n\u003cp>NHTSA released a second set of statistics that the agency said is cause for concern: Preliminary data for the first six months of 2015 that show an 8.1 percent jump in deaths compared with the same period in 2014.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The federal safety agency said California’s death toll in motor-vehicle collisions last year was 3,074. That’s up 2.5 percent from the 2013 toll of 3,000 and was the fourth year in a row that vehicle-related fatalities have increased in the state. Overall, vehicle-involved fatalities in California have risen 13.2 percent since hitting a modern low of 2,715 in 2010.\u003c/p>\n\u003cp>California’s Highway Death Toll\u003c/p>\n\u003ctable width=\"400\" align=\"right\">\n\u003ctbody>\n\u003ctr>\n\u003ctd width=\"300\">\u003cstrong>Year\u003c/strong>\u003c/td>\n\u003ctd>\u003cstrong>Deaths\u003c/strong>\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"300\">2014\u003c/td>\n\u003ctd>3,074\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"300\">2013\u003c/td>\n\u003ctd>3,000\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"300\">2012\u003c/td>\n\u003ctd>2,857\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"300\">2011\u003c/td>\n\u003ctd>2,791\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"300\">2010\u003c/td>\n\u003ctd>2,715\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"300\">2009\u003c/td>\n\u003ctd>2,816\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"300\">2008\u003c/td>\n\u003ctd>3,434\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"300\">2007\u003c/td>\n\u003ctd>3,974\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"300\">2006\u003c/td>\n\u003ctd>4,236\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"300\">2005\u003c/td>\n\u003ctd>4,329\u003c/td>\n\u003c/tr>\n\u003c/tbody>\n\u003c/table>\n\u003cp>The state’s rate of deaths per 100 million vehicle miles traveled (VMT), a common measuring stick for traffic statistics, is rising, too, though it remains below the national rate. In 2013, the most recent year for which that data is available, the U.S. rate was 1.09 deaths per 100 million VMT; California’s rate was 0.94.\u003c/p>\n\u003cp>There’s no definitive answer for why California’s death toll is rising, says Chris Cochrane of the state \u003ca href=\"http://www.ots.ca.gov/\" target=\"_blank\" rel=\"noopener\">Office of Traffic Safety\u003c/a>. But he says one likely factor is the rise and fall and rise of the state’s economy.\u003c/p>\n\u003cp>In 2005, at the height of the boom/bubble that preceded the recession, the death toll from vehicle collisions stood at 4,329. The death toll declined throughout the ensuing recession. The 2010 low point of 2,715 — a decline of 37.2 percent over five years — coincided with the nadir of the state’s economy.\u003c/p>\n\u003cp>“Every time there’s been a recession in California, there’s been a decline in roadway fatalities,” Cochrane said. “It was the same this time. But there was a bigger recession, and a bigger decline in fatalities.”\u003c/p>\n\u003cp>Cochrane added that analysts don’t have enough data to tell how much of the increase in fatalities might be due to drivers’ use of smartphones.\u003c/p>\n\u003cp>“Everybody ‘knows’ — in quotes –that it’s a huge problem,” Cochrane said, with some investigators and analysts estimating that personal electronic devices are involved in 10 percent to 20 percent of crashes.\u003c/p>\n\u003cp>“It’s extremely hard to quantify because of the nature of the act itself,” he says. “If someone’s been drinking, you can measure that in their blood. If they’ve been speeding, there’s evidence of that. It’s harder to pin it on a cellphone,” he said, unless there’s a witness to a crash or a survivor who volunteers that information.\u003c/p>\n\u003cp>The federal statistics released Tuesday did not break out the number of pedestrians and bicyclists killed in California in collisions with motor vehicles in 2014. Nationwide, a total of 4,884 pedestrians and 726 cyclists lost their lives in such crashes.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>That compares to 4,735 pedestrians and 741 cyclists killed in vehicle crashes in 2013. The toll in California that year was 701 pedestrians and 141 cyclists.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Federal highway safety data released Tuesday show the traffic death toll in California continues to trend upward even as the number of people who die on roads nationwide holds steady.\u003c/p>\n\u003cp>\u003ca href=\"http://www-nrd.nhtsa.dot.gov/Pubs/812219.pdf\" target=\"_blank\" rel=\"noopener\">The National Highway Traffic Safety Administration reported\u003c/a> that 32,675 people — vehicle drivers, their passengers, pedestrians and cyclists — died in collisions in 2014. On the one hand, that’s terrible, the equivalent of erasing the entire population of Menlo Park in the course of a year.\u003c/p>\n\u003cp>Another 2.3 million people were injured in crashes nationwide — equal to the combined population of San Jose, San Francisco and Oakland.\u003c/p>\n\u003cp>On the other hand, the 2014 death toll was down 44 deaths, or 0.1 percent of the total, from the year before. That’s part of a long-term trend that has seen the number of yearly road deaths decline from more than 50,000, a level exceeded 11 times between the mid-1960s and early ’80s, to a modern low of 32,479 in 2011.\u003c/p>\n\u003cp>NHTSA released a second set of statistics that the agency said is cause for concern: Preliminary data for the first six months of 2015 that show an 8.1 percent jump in deaths compared with the same period in 2014.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The federal safety agency said California’s death toll in motor-vehicle collisions last year was 3,074. That’s up 2.5 percent from the 2013 toll of 3,000 and was the fourth year in a row that vehicle-related fatalities have increased in the state. Overall, vehicle-involved fatalities in California have risen 13.2 percent since hitting a modern low of 2,715 in 2010.\u003c/p>\n\u003cp>California’s Highway Death Toll\u003c/p>\n\u003ctable width=\"400\" align=\"right\">\n\u003ctbody>\n\u003ctr>\n\u003ctd width=\"300\">\u003cstrong>Year\u003c/strong>\u003c/td>\n\u003ctd>\u003cstrong>Deaths\u003c/strong>\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"300\">2014\u003c/td>\n\u003ctd>3,074\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"300\">2013\u003c/td>\n\u003ctd>3,000\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"300\">2012\u003c/td>\n\u003ctd>2,857\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"300\">2011\u003c/td>\n\u003ctd>2,791\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"300\">2010\u003c/td>\n\u003ctd>2,715\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"300\">2009\u003c/td>\n\u003ctd>2,816\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"300\">2008\u003c/td>\n\u003ctd>3,434\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"300\">2007\u003c/td>\n\u003ctd>3,974\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"300\">2006\u003c/td>\n\u003ctd>4,236\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"300\">2005\u003c/td>\n\u003ctd>4,329\u003c/td>\n\u003c/tr>\n\u003c/tbody>\n\u003c/table>\n\u003cp>The state’s rate of deaths per 100 million vehicle miles traveled (VMT), a common measuring stick for traffic statistics, is rising, too, though it remains below the national rate. In 2013, the most recent year for which that data is available, the U.S. rate was 1.09 deaths per 100 million VMT; California’s rate was 0.94.\u003c/p>\n\u003cp>There’s no definitive answer for why California’s death toll is rising, says Chris Cochrane of the state \u003ca href=\"http://www.ots.ca.gov/\" target=\"_blank\" rel=\"noopener\">Office of Traffic Safety\u003c/a>. But he says one likely factor is the rise and fall and rise of the state’s economy.\u003c/p>\n\u003cp>In 2005, at the height of the boom/bubble that preceded the recession, the death toll from vehicle collisions stood at 4,329. The death toll declined throughout the ensuing recession. The 2010 low point of 2,715 — a decline of 37.2 percent over five years — coincided with the nadir of the state’s economy.\u003c/p>\n\u003cp>“Every time there’s been a recession in California, there’s been a decline in roadway fatalities,” Cochrane said. “It was the same this time. But there was a bigger recession, and a bigger decline in fatalities.”\u003c/p>\n\u003cp>Cochrane added that analysts don’t have enough data to tell how much of the increase in fatalities might be due to drivers’ use of smartphones.\u003c/p>\n\u003cp>“Everybody ‘knows’ — in quotes –that it’s a huge problem,” Cochrane said, with some investigators and analysts estimating that personal electronic devices are involved in 10 percent to 20 percent of crashes.\u003c/p>\n\u003cp>“It’s extremely hard to quantify because of the nature of the act itself,” he says. “If someone’s been drinking, you can measure that in their blood. If they’ve been speeding, there’s evidence of that. It’s harder to pin it on a cellphone,” he said, unless there’s a witness to a crash or a survivor who volunteers that information.\u003c/p>\n\u003cp>The federal statistics released Tuesday did not break out the number of pedestrians and bicyclists killed in California in collisions with motor vehicles in 2014. Nationwide, a total of 4,884 pedestrians and 726 cyclists lost their lives in such crashes.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>That compares to 4,735 pedestrians and 741 cyclists killed in vehicle crashes in 2013. The toll in California that year was 701 pedestrians and 141 cyclists.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"info": "Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.",
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"soldout": {
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"title": "SOLD OUT: Rethinking Housing in America",
"tagline": "A new future for housing",
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