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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Federal safety investigators say the autonomous Uber SUV that struck and killed an Arizona pedestrian in March spotted the woman about six seconds before hitting her, but didn't slow down because the vehicle's built-in emergency braking feature was disabled.\u003c/p>\n\u003cp>In \u003ca href=\"https://www.ntsb.gov/investigations/AccidentReports/Reports/HWY18MH010-prelim.pdf\" target=\"_blank\" rel=\"noopener\">a preliminary report\u003c/a> on the crash, the National Transportation Safety Board said Thursday that emergency braking maneuvers are not enabled while Uber's cars are under computer control. That's a measure designed \"to reduce the potential for erratic vehicle behavior,\" the NTSB said.\u003c/p>\n\u003cp>Instead, Uber's autonomous driving system \"relies on an attentive operator to intervene if the system fails to perform appropriately during testing.\" The system is not designed to alert the driver.\u003c/p>\n\u003cp>In the crash, the driver of the Volvo XC-90 SUV began steering less than a second before impact but didn't brake until less than a second after impact, according to the preliminary report, which does not determine fault.\u003c/p>\n\u003cp>A video of the crash showed the driver looking down just before the vehicle struck and killed 49-year-old Elaine Herzberg in Tempe, Arizona.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>San Francisco-based Uber said in a statement it has worked closely with the NTSB and is doing an internal review of its self-driving vehicle program. The company also has brought in former NTSB Chairman Christopher Hart \"to advise us on our overall safety culture, and we look forward to sharing more on the changes we'll make in the coming weeks.\"\u003c/p>\n\u003cp>The NTSB report comes a day after Uber pulled its self-driving cars out of Arizona, eliminating the jobs of about 300 people who served as backup drivers and performed other jobs connected to the vehicles. Uber had suspended testing of its self-driving vehicles in Arizona, Pittsburgh, San Francisco and Toronto while regulators investigated the cause of the March 18 crash.\u003c/p>\n\u003cp>Sensors on the fully autonomous Volvo spotted Herzberg while the car was traveling 43 mph and determined that braking was needed 1.3 seconds before impact, according to the report.\u003c/p>\n\u003cp>Herzberg was pushing a bicycle across a boulevard in the darkness when the crash occurred on a part of the road that had no crosswalk and was not lighted, the report said. The speed limit at the crash site was 45 mph.\u003c/p>\n\u003cp>She was wearing dark clothing and did not look in the direction of the vehicle until just before impact. A toxicology report showed that she tested positive for methamphetamine and marijuana, according to the NTSB.\u003c/p>\n\u003cp>Also, the bicycle had no side reflectors and the front and back reflectors were perpendicular to the Uber SUV.\u003c/p>\n\u003cp>In an interview with the NTSB, Uber's backup driver said she had been monitoring the \"self-driving interface.\" While her personal and business telephones were in the vehicle, she said neither was in use at the time of the crash. The agency said that although the driver was not tested for alcohol or drug use immediately after the incident, police reported she showed no signs of impairment.\u003c/p>\n\u003cp>The agency, which can make safety recommendations to other federal agencies, said information in the preliminary report can change as the investigation progresses and that no conclusions should be drawn from the report.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The NTSB preliminary report doesn't provide \"any decisive findings or conclusions,\" said Daniel Scarpinato, spokesman for Arizona Gov. Doug Ducey. \"We await the more thorough and final investigative report. Uber's self-driving vehicle suspension remains in place.\"\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Uber is the latest corporation to join the national-TV-corporate-apology bandwagon. It is now riding along with Facebook and Wells Fargo. If you watched any of the Warriors-Rockets playoff series, you’ve probably seen all three ads.\u003c/p>\n\u003cp>The message: Please trust us again.\u003c/p>\n\u003cp>It’s no surprise these three companies are buying prime-time air space. They’ve all majorly screwed up in very public ways.\u003c/p>\n\u003cp>The Wells Fargo scandal has been going on the longest. Several years ago news broke that bankers at the company were \u003ca href=\"https://www.kqed.org/news/11127101\" target=\"_blank\" rel=\"noopener\">opening fake accounts in order to hit sales goals\u003c/a>. That practice brought a number of lawsuits and eventually fines from the Securities and Exchange Commission.\u003c/p>\n\u003cp>All of last year was a public image disaster for Uber. First, users faulted Uber for appearing unsympathetic to anti-Trump protesters. Then, a former employee wrote about a culture of misogyny. News also came out about how little drivers earned. Many of the corporate culture issues were tied to the former CEO, Travis Kalanick, who has since been replaced. (Note: This is probably why the new CEO is front and center narrating the apology ad). Since all these scandals, \u003ca href=\"https://www.kqed.org/news/11643681/lyft-gains-on-uber-by-appealing-to-progressive-political-ideals\" target=\"_blank\" rel=\"noopener\">Uber has lost significant market share to Lyft\u003c/a>, which has stayed out of the headlines while branding itself as the more socially conscious alternative-ride service.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>https://www.youtube.com/watch?v=WMZyw5lPKgE\u003c/p>\n\u003cp>People have been increasingly \u003ca href=\"https://www.kqed.org/news/11657315\" target=\"_blank\" rel=\"noopener\">criticizing Facebook ever since the 2016 election\u003c/a>, but the criticism peaked over news that data from as many as 87 million user profiles ended up in the hands of an advertising company working for the Trump campaign. The news got so bad that CEO Mark Zuckerberg testified in front of Congress. Even though there has been a bunch of backlash, Facebook hasn’t appeared to take a hit. Its quarterly earnings were \u003ca href=\"https://www.cnbc.com/2018/04/25/facebook-earnings-q1-2018.html\" target=\"_blank\" rel=\"noopener\">well above the projected amount.\u003c/a>\u003c/p>\n\u003cp>As you might expect, each of these apology ads is filled with platitudes and sloganlike rhetoric. They also all follow a similar pattern. First we hear about the company’s successes and accomplishments. Then there is the mistake and mishaps. And finally, promises of redemption.\u003c/p>\n\u003cp>https://youtu.be/1rrivHxCeeY\u003c/p>\n\u003cp>The Wells Fargo ad trumpets its history, showing us the trusty stagecoach that is the bank’s emblem. The Uber ad talks up how it has helped people get places and has provided opportunities. Facebook filled its ad with lots of cute pictures of babies, friends and birthday parties. It accompanied the feel-good imagery with a narrator who talks about how the service makes us feel just a little bit less alone.\u003c/p>\n\u003cp>Then comes the moment of the mistake. And the ads all handle this a little bit differently.\u003c/p>\n\u003cp>Wells Fargo talks about how the company “lost its way,” but it doesn’t bring up the specifics of how it went astray. Uber is even less direct. It doesn’t talk about a past problem, but the new CEO says if “there are times when we fall short, we commit to being open, taking responsibility for the problem, and fixing it.” Facebook has a particularly clever way of bringing up its problems without admitting guilt. And it has to do with how the video is narrated.\u003c/p>\n\u003cp>The narrator is a Facebook user, not someone from the company or the company itself. This user point of view helps Facebook frame its problems as something that just occurred rather than something caused directly by its policies. This is literally what the narrator says: “Then something happened. We had to deal with spam, clickbait, fake news and data misuse.” There’s no indication of how or why Facebook allowed all of this to occur.\u003c/p>\n\u003cp>https://youtu.be/Q4zd7X98eOs\u003c/p>\n\u003cp>Finally, we get to the promises. Uber says it will usher in new leadership and a new culture. Facebook says it will do more to keep you safe and protect your privacy. Neither offer any concrete examples of how they will do this. Wells Fargo is the most explicit. It says it will end product sales goals for branch bankers. These are the incentives that led to bankers opening up unauthorized accounts for people.\u003c/p>\n\u003cp>Now, apologizing is nothing new for a big corporation. We’ve seen plenty of mea culpas from companies like BP and Johnson & Johnson. But this is relatively new territory for tech companies. They’ve traditionally been very well liked by their consumers.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>But that’s beginning to change, which means we may be seeing a lot more apology ads in the future.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Uber is the latest corporation to join the national-TV-corporate-apology bandwagon. It is now riding along with Facebook and Wells Fargo. If you watched any of the Warriors-Rockets playoff series, you’ve probably seen all three ads.\u003c/p>\n\u003cp>The message: Please trust us again.\u003c/p>\n\u003cp>It’s no surprise these three companies are buying prime-time air space. They’ve all majorly screwed up in very public ways.\u003c/p>\n\u003cp>The Wells Fargo scandal has been going on the longest. Several years ago news broke that bankers at the company were \u003ca href=\"https://www.kqed.org/news/11127101\" target=\"_blank\" rel=\"noopener\">opening fake accounts in order to hit sales goals\u003c/a>. That practice brought a number of lawsuits and eventually fines from the Securities and Exchange Commission.\u003c/p>\n\u003cp>All of last year was a public image disaster for Uber. First, users faulted Uber for appearing unsympathetic to anti-Trump protesters. Then, a former employee wrote about a culture of misogyny. News also came out about how little drivers earned. Many of the corporate culture issues were tied to the former CEO, Travis Kalanick, who has since been replaced. (Note: This is probably why the new CEO is front and center narrating the apology ad). Since all these scandals, \u003ca href=\"https://www.kqed.org/news/11643681/lyft-gains-on-uber-by-appealing-to-progressive-political-ideals\" target=\"_blank\" rel=\"noopener\">Uber has lost significant market share to Lyft\u003c/a>, which has stayed out of the headlines while branding itself as the more socially conscious alternative-ride service.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\u003c/p>\u003cp>\u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutube'>\n \u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutubeInside'>\n \u003ciframe\n loading='lazy'\n class='utils-parseShortcode-shortcodes-__youtubeShortcode__youtubePlayer'\n type='text/html'\n src='//www.youtube.com/embed/WMZyw5lPKgE'\n title='//www.youtube.com/embed/WMZyw5lPKgE'\n allowfullscreen='true'\n style='border:0;'>\u003c/iframe>\n \u003c/span>\n \u003c/span>\u003c/p>\u003cp>\u003cp>People have been increasingly \u003ca href=\"https://www.kqed.org/news/11657315\" target=\"_blank\" rel=\"noopener\">criticizing Facebook ever since the 2016 election\u003c/a>, but the criticism peaked over news that data from as many as 87 million user profiles ended up in the hands of an advertising company working for the Trump campaign. The news got so bad that CEO Mark Zuckerberg testified in front of Congress. Even though there has been a bunch of backlash, Facebook hasn’t appeared to take a hit. Its quarterly earnings were \u003ca href=\"https://www.cnbc.com/2018/04/25/facebook-earnings-q1-2018.html\" target=\"_blank\" rel=\"noopener\">well above the projected amount.\u003c/a>\u003c/p>\n\u003cp>As you might expect, each of these apology ads is filled with platitudes and sloganlike rhetoric. They also all follow a similar pattern. First we hear about the company’s successes and accomplishments. Then there is the mistake and mishaps. And finally, promises of redemption.\u003c/p>\u003c/p>\u003cp>\u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutube'>\n \u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutubeInside'>\n \u003ciframe\n loading='lazy'\n class='utils-parseShortcode-shortcodes-__youtubeShortcode__youtubePlayer'\n type='text/html'\n src='//www.youtube.com/embed/1rrivHxCeeY'\n title='//www.youtube.com/embed/1rrivHxCeeY'\n allowfullscreen='true'\n style='border:0;'>\u003c/iframe>\n \u003c/span>\n \u003c/span>\u003c/p>\u003cp>\u003cp>The Wells Fargo ad trumpets its history, showing us the trusty stagecoach that is the bank’s emblem. The Uber ad talks up how it has helped people get places and has provided opportunities. Facebook filled its ad with lots of cute pictures of babies, friends and birthday parties. It accompanied the feel-good imagery with a narrator who talks about how the service makes us feel just a little bit less alone.\u003c/p>\n\u003cp>Then comes the moment of the mistake. And the ads all handle this a little bit differently.\u003c/p>\n\u003cp>Wells Fargo talks about how the company “lost its way,” but it doesn’t bring up the specifics of how it went astray. Uber is even less direct. It doesn’t talk about a past problem, but the new CEO says if “there are times when we fall short, we commit to being open, taking responsibility for the problem, and fixing it.” Facebook has a particularly clever way of bringing up its problems without admitting guilt. And it has to do with how the video is narrated.\u003c/p>\n\u003cp>The narrator is a Facebook user, not someone from the company or the company itself. This user point of view helps Facebook frame its problems as something that just occurred rather than something caused directly by its policies. This is literally what the narrator says: “Then something happened. We had to deal with spam, clickbait, fake news and data misuse.” There’s no indication of how or why Facebook allowed all of this to occur.\u003c/p>\u003c/p>\u003cp>\u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutube'>\n \u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutubeInside'>\n \u003ciframe\n loading='lazy'\n class='utils-parseShortcode-shortcodes-__youtubeShortcode__youtubePlayer'\n type='text/html'\n src='//www.youtube.com/embed/Q4zd7X98eOs'\n title='//www.youtube.com/embed/Q4zd7X98eOs'\n allowfullscreen='true'\n style='border:0;'>\u003c/iframe>\n \u003c/span>\n \u003c/span>\u003c/p>\u003cp>\u003cp>Finally, we get to the promises. Uber says it will usher in new leadership and a new culture. Facebook says it will do more to keep you safe and protect your privacy. Neither offer any concrete examples of how they will do this. Wells Fargo is the most explicit. It says it will end product sales goals for branch bankers. These are the incentives that led to bankers opening up unauthorized accounts for people.\u003c/p>\n\u003cp>Now, apologizing is nothing new for a big corporation. We’ve seen plenty of mea culpas from companies like BP and Johnson & Johnson. But this is relatively new territory for tech companies. They’ve traditionally been very well liked by their consumers.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>But that’s beginning to change, which means we may be seeing a lot more apology ads in the future.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Under Pressure, Uber Drops Arbitration Requirement for Sexual Assault Victims",
"title": "Under Pressure, Uber Drops Arbitration Requirement for Sexual Assault Victims",
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"content": "\u003cp>A woman named Katherine said she was raped by an Uber driver in 2016. Another, named Lauren, said a driver entered her apartment, then raped her last year.\u003c/p>\n\u003cp>Until now, their claims — and many more like them — could not be made public or filed in court. Uber previously required that such complaints be resolved in mandatory arbitration — out of court and behind closed doors.\u003c/p>\n\u003cp>On Tuesday, the ride-hailing company \u003ca href=\"https://www.uber.com/newsroom/turning-the-lights-on/\">announced \u003c/a>that it's changing its policies to allow customers, employees and drivers who are sexually harassed or assaulted to take their complaints to court and to speak publicly about their experiences.\u003c/p>\n\u003cp>Last month, Katherine and Lauren were among 14 female victims who sent an \u003ca href=\"http://www.wigdorlaw.com/wp-content/uploads/2018/04/Uber-Sexual-Assault-Victims-Open-Letter-to-Uber-s-Board-of-Directors.pdf\">open letter\u003c/a> to Uber's board, pointing to the company's own sexual harassment problems and the #MeToo movement.\u003c/p>\n\u003cp>\"Silencing our stories deprives customers and potential investors from the knowledge that our horrific experiences are part of a widespread problem at Uber,\" they wrote.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The women's demand — and Uber's response — highlight the significance of mandatory arbitration agreements, which are increasingly common. The provisions are usually in the fine print — and most people who sign the agreements don't know they have signed away their right to sue.\u003c/p>\n\u003cp>Tony West, Uber's chief legal officer, says the change came after months of introspection at the company, which is trying to reform its culture.\u003c/p>\n\u003cp>\"We're focused on transparency, integrity and accountability at the center and core of everything we do,\" and this policy change was part of that, he says.\u003c/p>\n\u003cp>Jeanne Christensen, the attorney representing the women who wrote the letter, says the change caught her by surprise. She says Uber had fought hard, until very recently, to keep the women's claims under wraps.\u003c/p>\n\u003cp>\"We wrote the open letter since we were getting, by all indications, that Uber was going to do more of the same and try to get this into arbitration,\" she says.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe src=\"https://www.npr.org/player/embed/611230115/611389779\" width=\"100%\" height=\"290\" frameborder=\"0\" scrolling=\"no\" title=\"NPR embedded audio player\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>Christensen had already filed a \u003ca href=\"http://www.wigdorlaw.com/wp-content/uploads/2018/03/Uber-Amended-Complaint-Filed.pdf\">lawsuit on behalf of nine female passengers\u003c/a> seeking to remove the arbitration requirement and compel Uber to adopt safety measures, including fingerprinting all its drivers.\u003c/p>\n\u003cp>\"What's happening is more and more riders are becoming aware of the dangers that are associated with this — and it's really just because of our litigation. It's not because Uber has proactively messaged to women that this is a safety concern,\" Christensen says.\u003c/p>\n\u003cp>It's worth noting the limits of Uber's policy reversal. For one thing, it is \u003cem>not \u003c/em>allowing victims to bring cases jointly as a class, but only individually. Worker and victim advocates say that limits claims because many victims don't have the resources to pursue cases alone.\u003c/p>\n\u003cp>And the change applies only to sexual harassment and assault. Uber still requires mandatory arbitration in other disputes, such as those involving payment or discrimination.\u003c/p>\n\u003cp>\"Anything else that is not sexual assault or sexual harassment, those will be typically subject to arbitration and ... Uber is like most other companies in that regard,\" West says.\u003c/p>\n\u003cp>But just how far companies can go in enforcing mandatory arbitration agreements is playing out in courts.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>In a separate case, thousands of Uber drivers claim they should receive the legal rights and benefits as employees, instead of being classified as independent contractors. That case awaits a key ruling from the Supreme Court.\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2018 NPR. To see more, visit http://www.npr.org/.\u003cimg src=\"https://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=Under+Pressure%2C+Uber+Drops+Arbitration+Requirement+for+Sexual+Assault+Victims&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A woman named Katherine said she was raped by an Uber driver in 2016. Another, named Lauren, said a driver entered her apartment, then raped her last year.\u003c/p>\n\u003cp>Until now, their claims — and many more like them — could not be made public or filed in court. Uber previously required that such complaints be resolved in mandatory arbitration — out of court and behind closed doors.\u003c/p>\n\u003cp>On Tuesday, the ride-hailing company \u003ca href=\"https://www.uber.com/newsroom/turning-the-lights-on/\">announced \u003c/a>that it's changing its policies to allow customers, employees and drivers who are sexually harassed or assaulted to take their complaints to court and to speak publicly about their experiences.\u003c/p>\n\u003cp>Last month, Katherine and Lauren were among 14 female victims who sent an \u003ca href=\"http://www.wigdorlaw.com/wp-content/uploads/2018/04/Uber-Sexual-Assault-Victims-Open-Letter-to-Uber-s-Board-of-Directors.pdf\">open letter\u003c/a> to Uber's board, pointing to the company's own sexual harassment problems and the #MeToo movement.\u003c/p>\n\u003cp>\"Silencing our stories deprives customers and potential investors from the knowledge that our horrific experiences are part of a widespread problem at Uber,\" they wrote.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The women's demand — and Uber's response — highlight the significance of mandatory arbitration agreements, which are increasingly common. The provisions are usually in the fine print — and most people who sign the agreements don't know they have signed away their right to sue.\u003c/p>\n\u003cp>Tony West, Uber's chief legal officer, says the change came after months of introspection at the company, which is trying to reform its culture.\u003c/p>\n\u003cp>\"We're focused on transparency, integrity and accountability at the center and core of everything we do,\" and this policy change was part of that, he says.\u003c/p>\n\u003cp>Jeanne Christensen, the attorney representing the women who wrote the letter, says the change caught her by surprise. She says Uber had fought hard, until very recently, to keep the women's claims under wraps.\u003c/p>\n\u003cp>\"We wrote the open letter since we were getting, by all indications, that Uber was going to do more of the same and try to get this into arbitration,\" she says.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe src=\"https://www.npr.org/player/embed/611230115/611389779\" width=\"100%\" height=\"290\" frameborder=\"0\" scrolling=\"no\" title=\"NPR embedded audio player\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>Christensen had already filed a \u003ca href=\"http://www.wigdorlaw.com/wp-content/uploads/2018/03/Uber-Amended-Complaint-Filed.pdf\">lawsuit on behalf of nine female passengers\u003c/a> seeking to remove the arbitration requirement and compel Uber to adopt safety measures, including fingerprinting all its drivers.\u003c/p>\n\u003cp>\"What's happening is more and more riders are becoming aware of the dangers that are associated with this — and it's really just because of our litigation. It's not because Uber has proactively messaged to women that this is a safety concern,\" Christensen says.\u003c/p>\n\u003cp>It's worth noting the limits of Uber's policy reversal. For one thing, it is \u003cem>not \u003c/em>allowing victims to bring cases jointly as a class, but only individually. Worker and victim advocates say that limits claims because many victims don't have the resources to pursue cases alone.\u003c/p>\n\u003cp>And the change applies only to sexual harassment and assault. Uber still requires mandatory arbitration in other disputes, such as those involving payment or discrimination.\u003c/p>\n\u003cp>\"Anything else that is not sexual assault or sexual harassment, those will be typically subject to arbitration and ... Uber is like most other companies in that regard,\" West says.\u003c/p>\n\u003cp>But just how far companies can go in enforcing mandatory arbitration agreements is playing out in courts.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>In a separate case, thousands of Uber drivers claim they should receive the legal rights and benefits as employees, instead of being classified as independent contractors. That case awaits a key ruling from the Supreme Court.\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2018 NPR. To see more, visit http://www.npr.org/.\u003cimg src=\"https://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=Under+Pressure%2C+Uber+Drops+Arbitration+Requirement+for+Sexual+Assault+Victims&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Move Over UberX, UberAir and Flying Cars On the Way",
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"headTitle": "The California Report | KQED News",
"content": "\u003cp>\u003cem>Stay caught up with the best of KQED's reporting each week by subscribing to the \u003ca href=\"https://itunes.apple.com/us/podcast/qed-up/id1197721799?mt=2\" target=\"_blank\" rel=\"noopener\">Q'ed Up podcast\u003c/a>.\u003c/em>\u003c/p>\n\u003cp>The newest concept for commuting could have us taking to the skies.\u003c/p>\n\u003ch2>1. It's a bird, it's a plane, it's Uber.\u003c/h2>\n\u003cp>In 1985, the science-fiction film \"Back to the Future\" we were first introduced to the time-travelling, high-flying DeLorean. Back then, the idea of a flying car seemed pretty far-fetched. Even now, more than 30 years later, it doesn’t seem very plausible. But, buckle your seatbelts, flying cars could ... maybe ... someday ... become a reality.\u003c/p>\n\u003cp>And the company who wants to take us to this above-the-road, seemingly traffic-free world is none other than San Francisco-based ride-sharing giant Uber.\u003c/p>\n\u003cp>This week, the company revealed a concept design for a flying taxi at its Elevate Summit in Los Angeles. If this wasn't enough, the company announced it plans to launch a pilot flying taxi program, hello UberAir, in L.A. and Dallas in 2020, with a more widespread commercial service to take flight in 2023.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>So how do you feel about hitching a ride on UberAir?\u003c/p>\n\u003ch2>2. \u003ca href=\"https://www.kqed.org/news/11667830/san-franciscos-grisly-mobility-reality-1906-style\" target=\"_blank\" rel=\"noopener\">Were the streets of San Francisco safer in 1906?\u003c/a>\u003c/h2>\n\u003cfigure id=\"attachment_11668079\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11668079\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/05/Screen-Shot-2018-05-11-at-1.03.00-PM-1180x760-1-800x515.png\" alt='A frame from the 1906 film \"A Trip Down Market Street Before the Fire.\" The movie was shot shortly before the April 18 earthquake and fire devastated much of the city. ' width=\"800\" height=\"515\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/05/Screen-Shot-2018-05-11-at-1.03.00-PM-1180x760-1-800x515.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/05/Screen-Shot-2018-05-11-at-1.03.00-PM-1180x760-1-160x103.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/05/Screen-Shot-2018-05-11-at-1.03.00-PM-1180x760-1-1020x657.png 1020w, https://ww2.kqed.org/app/uploads/sites/10/2018/05/Screen-Shot-2018-05-11-at-1.03.00-PM-1180x760-1.png 1180w, https://ww2.kqed.org/app/uploads/sites/10/2018/05/Screen-Shot-2018-05-11-at-1.03.00-PM-1180x760-1-960x618.png 960w, https://ww2.kqed.org/app/uploads/sites/10/2018/05/Screen-Shot-2018-05-11-at-1.03.00-PM-1180x760-1-240x155.png 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/05/Screen-Shot-2018-05-11-at-1.03.00-PM-1180x760-1-375x242.png 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/05/Screen-Shot-2018-05-11-at-1.03.00-PM-1180x760-1-520x335.png 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">A frame from the 1906 film \"A Trip Down Market Street Before the Fire.\" The movie was shot shortly before the April 18 earthquake and fire devastated much of the city. \u003ccite>(Library of Congress via YouTube)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>This week Dan Brekke goes down the rabbit hole of 1906 traffic-related fatalities after an article waxes poetic about a San Francisco before automobiles clogged the streets.\u003c/p>\n\u003cp>One key data point: San Francisco recorded 95 vehicle-related death the year of the Great Earthquake -- an incidence of fatality about six times higher than that seen in the city today. The most surprising finding: Streetcars accounted for 60 deaths and was by far the deadliest means of transportation in the years just after the turn of the 20th century.\u003c/p>\n\u003cp>One other discovery about traffic mayhem, 1906-style: The local papers seemed to relish publishing the most gruesome details of street deaths, with extended discussions of victims dismembered or crushed beyond recognition.\u003c/p>\n\u003ch2>3. \u003ca href=\"https://www.kqed.org/arts/13830918/lending-a-hand-to-oakland-middle-school-music-education\" target=\"_blank\" rel=\"noopener\">Keeping the arts alive during a budget crisis\u003c/a>\u003c/h2>\n\u003cfigure id=\"attachment_11668078\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11668078\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/05/sfjazz2-800x535-800x535.jpg\" alt=\"Beginning band class at Westlake Middle School. \" width=\"800\" height=\"535\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/05/sfjazz2-800x535.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/05/sfjazz2-800x535-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/05/sfjazz2-800x535-240x161.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/05/sfjazz2-800x535-375x251.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/05/sfjazz2-800x535-520x348.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Beginning band class at Westlake Middle School. \u003ccite>(Nastia Voynovskaya)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In December we reported that Oakland Unified School District had to \u003ca href=\"https://www.kqed.org/news/11636944/oakland-unified-to-cut-9-million-despite-protests-from-students\" target=\"_blank\" rel=\"noopener\">cut $9 million from its budget\u003c/a>. While any budget cut to educational programs is a unfortunate, the district already had less allocated to its programs than other Bay Area schools.\u003c/p>\n\u003cblockquote>\u003cp>According to the latest available data from the Rand Corporation, Oakland Unified School District (OUSD) spent $13,813 per student during the 2016-17 school year. (In comparison, across the Bay in affluent Palo Alto, the school district spent $17,941 — over $4,000 more — per student.) Moreover, in December 2017, OUSD approved $9 million in mid-year budget cuts, nixing dozens of non-teaching staff positions and reducing budgets for supplies, teacher benefits and other areas.\u003c/p>\u003c/blockquote>\n\u003cp>The budget cuts were predicted to hit harder mid-year, but local music nonprofits are stepping in to support the underfunded music programs. SFJAZZ, Women's Audio Mission, Oaktown Jazz and Oakland Public Conservatory are expanding music education programs in Oakland classrooms, making sure students get consistent exposure to the arts during \u003ca href=\"https://www.kqed.org/news/11636944/oakland-unified-to-cut-9-million-despite-protests-from-students\" target=\"_blank\" rel=\"noopener\">the budget crisis\u003c/a>.\u003c/p>\n\u003ch2>4. \u003ca href=\"https://www.kqed.org/news/11667662/capitol-staffers-urged-to-fill-out-sexual-harassment-survey\" target=\"_blank\" rel=\"noopener\">Sexual harassment survey comes on heels of scandals\u003c/a>\u003c/h2>\n\u003cfigure id=\"attachment_11668077\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11668077\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/05/RS9671_2631101-1180x1107-800x751.jpg\" alt=\"A view of the top of the California Capitol building in Sacramento.\" width=\"800\" height=\"751\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/05/RS9671_2631101-1180x1107-800x751.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/05/RS9671_2631101-1180x1107-160x150.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/05/RS9671_2631101-1180x1107-1020x957.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2018/05/RS9671_2631101-1180x1107.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2018/05/RS9671_2631101-1180x1107-960x901.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2018/05/RS9671_2631101-1180x1107-240x225.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/05/RS9671_2631101-1180x1107-375x352.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/05/RS9671_2631101-1180x1107-520x488.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">A view of the top of the California Capitol building in Sacramento. \u003ccite>(Robyn Beck/AFP/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Could a survey be the new tool to help combat sexual harassment in the state Legislature? Leaders in the California Assembly and Senate hope so.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>In the \u003ca href=\"https://www.kqed.org/news/11651298\" target=\"_blank\" rel=\"noopener\">wake\u003c/a> \u003ca href=\"https://www.kqed.org/news/11635972/assemblyman-matt-dababneh-resigns-following-sexual-assault-allegations\" target=\"_blank\" rel=\"noopener\">of\u003c/a> \u003ca href=\"https://www.kqed.org/news/11633301\" target=\"_blank\" rel=\"noopener\">multiple\u003c/a> \u003ca href=\"https://www.kqed.org/news/11658070/assemblywoman-cristina-garcia-denies-groping-and-harassment-but-not-sending-flirty-texts\" target=\"_blank\" rel=\"noopener\">scandals\u003c/a>, resulting in resignations and investigations, staffers were encouraged to take part in the survey gauging workplace culture in the Capitol. Along with the survey, the Joint Subcommittee on Sexual Harassment Prevention and Response has been formed, two first steps in a long process to fix a broken system.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Stay caught up with the best of KQED's reporting each week by subscribing to the \u003ca href=\"https://itunes.apple.com/us/podcast/qed-up/id1197721799?mt=2\" target=\"_blank\" rel=\"noopener\">Q'ed Up podcast\u003c/a>.\u003c/em>\u003c/p>\n\u003cp>The newest concept for commuting could have us taking to the skies.\u003c/p>\n\u003ch2>1. It's a bird, it's a plane, it's Uber.\u003c/h2>\n\u003cp>In 1985, the science-fiction film \"Back to the Future\" we were first introduced to the time-travelling, high-flying DeLorean. Back then, the idea of a flying car seemed pretty far-fetched. Even now, more than 30 years later, it doesn’t seem very plausible. But, buckle your seatbelts, flying cars could ... maybe ... someday ... become a reality.\u003c/p>\n\u003cp>And the company who wants to take us to this above-the-road, seemingly traffic-free world is none other than San Francisco-based ride-sharing giant Uber.\u003c/p>\n\u003cp>This week, the company revealed a concept design for a flying taxi at its Elevate Summit in Los Angeles. If this wasn't enough, the company announced it plans to launch a pilot flying taxi program, hello UberAir, in L.A. and Dallas in 2020, with a more widespread commercial service to take flight in 2023.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>So how do you feel about hitching a ride on UberAir?\u003c/p>\n\u003ch2>2. \u003ca href=\"https://www.kqed.org/news/11667830/san-franciscos-grisly-mobility-reality-1906-style\" target=\"_blank\" rel=\"noopener\">Were the streets of San Francisco safer in 1906?\u003c/a>\u003c/h2>\n\u003cfigure id=\"attachment_11668079\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11668079\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/05/Screen-Shot-2018-05-11-at-1.03.00-PM-1180x760-1-800x515.png\" alt='A frame from the 1906 film \"A Trip Down Market Street Before the Fire.\" The movie was shot shortly before the April 18 earthquake and fire devastated much of the city. ' width=\"800\" height=\"515\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/05/Screen-Shot-2018-05-11-at-1.03.00-PM-1180x760-1-800x515.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/05/Screen-Shot-2018-05-11-at-1.03.00-PM-1180x760-1-160x103.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/05/Screen-Shot-2018-05-11-at-1.03.00-PM-1180x760-1-1020x657.png 1020w, https://ww2.kqed.org/app/uploads/sites/10/2018/05/Screen-Shot-2018-05-11-at-1.03.00-PM-1180x760-1.png 1180w, https://ww2.kqed.org/app/uploads/sites/10/2018/05/Screen-Shot-2018-05-11-at-1.03.00-PM-1180x760-1-960x618.png 960w, https://ww2.kqed.org/app/uploads/sites/10/2018/05/Screen-Shot-2018-05-11-at-1.03.00-PM-1180x760-1-240x155.png 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/05/Screen-Shot-2018-05-11-at-1.03.00-PM-1180x760-1-375x242.png 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/05/Screen-Shot-2018-05-11-at-1.03.00-PM-1180x760-1-520x335.png 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">A frame from the 1906 film \"A Trip Down Market Street Before the Fire.\" The movie was shot shortly before the April 18 earthquake and fire devastated much of the city. \u003ccite>(Library of Congress via YouTube)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>This week Dan Brekke goes down the rabbit hole of 1906 traffic-related fatalities after an article waxes poetic about a San Francisco before automobiles clogged the streets.\u003c/p>\n\u003cp>One key data point: San Francisco recorded 95 vehicle-related death the year of the Great Earthquake -- an incidence of fatality about six times higher than that seen in the city today. The most surprising finding: Streetcars accounted for 60 deaths and was by far the deadliest means of transportation in the years just after the turn of the 20th century.\u003c/p>\n\u003cp>One other discovery about traffic mayhem, 1906-style: The local papers seemed to relish publishing the most gruesome details of street deaths, with extended discussions of victims dismembered or crushed beyond recognition.\u003c/p>\n\u003ch2>3. \u003ca href=\"https://www.kqed.org/arts/13830918/lending-a-hand-to-oakland-middle-school-music-education\" target=\"_blank\" rel=\"noopener\">Keeping the arts alive during a budget crisis\u003c/a>\u003c/h2>\n\u003cfigure id=\"attachment_11668078\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11668078\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/05/sfjazz2-800x535-800x535.jpg\" alt=\"Beginning band class at Westlake Middle School. \" width=\"800\" height=\"535\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/05/sfjazz2-800x535.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/05/sfjazz2-800x535-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/05/sfjazz2-800x535-240x161.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/05/sfjazz2-800x535-375x251.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/05/sfjazz2-800x535-520x348.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Beginning band class at Westlake Middle School. \u003ccite>(Nastia Voynovskaya)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In December we reported that Oakland Unified School District had to \u003ca href=\"https://www.kqed.org/news/11636944/oakland-unified-to-cut-9-million-despite-protests-from-students\" target=\"_blank\" rel=\"noopener\">cut $9 million from its budget\u003c/a>. While any budget cut to educational programs is a unfortunate, the district already had less allocated to its programs than other Bay Area schools.\u003c/p>\n\u003cblockquote>\u003cp>According to the latest available data from the Rand Corporation, Oakland Unified School District (OUSD) spent $13,813 per student during the 2016-17 school year. (In comparison, across the Bay in affluent Palo Alto, the school district spent $17,941 — over $4,000 more — per student.) Moreover, in December 2017, OUSD approved $9 million in mid-year budget cuts, nixing dozens of non-teaching staff positions and reducing budgets for supplies, teacher benefits and other areas.\u003c/p>\u003c/blockquote>\n\u003cp>The budget cuts were predicted to hit harder mid-year, but local music nonprofits are stepping in to support the underfunded music programs. SFJAZZ, Women's Audio Mission, Oaktown Jazz and Oakland Public Conservatory are expanding music education programs in Oakland classrooms, making sure students get consistent exposure to the arts during \u003ca href=\"https://www.kqed.org/news/11636944/oakland-unified-to-cut-9-million-despite-protests-from-students\" target=\"_blank\" rel=\"noopener\">the budget crisis\u003c/a>.\u003c/p>\n\u003ch2>4. \u003ca href=\"https://www.kqed.org/news/11667662/capitol-staffers-urged-to-fill-out-sexual-harassment-survey\" target=\"_blank\" rel=\"noopener\">Sexual harassment survey comes on heels of scandals\u003c/a>\u003c/h2>\n\u003cfigure id=\"attachment_11668077\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11668077\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/05/RS9671_2631101-1180x1107-800x751.jpg\" alt=\"A view of the top of the California Capitol building in Sacramento.\" width=\"800\" height=\"751\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/05/RS9671_2631101-1180x1107-800x751.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/05/RS9671_2631101-1180x1107-160x150.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/05/RS9671_2631101-1180x1107-1020x957.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2018/05/RS9671_2631101-1180x1107.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2018/05/RS9671_2631101-1180x1107-960x901.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2018/05/RS9671_2631101-1180x1107-240x225.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/05/RS9671_2631101-1180x1107-375x352.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/05/RS9671_2631101-1180x1107-520x488.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">A view of the top of the California Capitol building in Sacramento. \u003ccite>(Robyn Beck/AFP/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Could a survey be the new tool to help combat sexual harassment in the state Legislature? Leaders in the California Assembly and Senate hope so.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>In the \u003ca href=\"https://www.kqed.org/news/11651298\" target=\"_blank\" rel=\"noopener\">wake\u003c/a> \u003ca href=\"https://www.kqed.org/news/11635972/assemblyman-matt-dababneh-resigns-following-sexual-assault-allegations\" target=\"_blank\" rel=\"noopener\">of\u003c/a> \u003ca href=\"https://www.kqed.org/news/11633301\" target=\"_blank\" rel=\"noopener\">multiple\u003c/a> \u003ca href=\"https://www.kqed.org/news/11658070/assemblywoman-cristina-garcia-denies-groping-and-harassment-but-not-sending-flirty-texts\" target=\"_blank\" rel=\"noopener\">scandals\u003c/a>, resulting in resignations and investigations, staffers were encouraged to take part in the survey gauging workplace culture in the Capitol. Along with the survey, the Joint Subcommittee on Sexual Harassment Prevention and Response has been formed, two first steps in a long process to fix a broken system.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003cb>Congressman Adam Schiff\u003cbr>\n\u003c/b>\u003cspan style=\"font-weight: 400\">This week, new questions were raised about whether President Trump knew about hush money paid to porn actress Stephanie Clifford, also known as Stormy Daniels. In an interview on Fox News, Trump’s newly appointed attorney Rudy Giuliani gave details of an apparent reimbursement made by the president during his campaign. Also on the national agenda are signs of progress in talks with North Korea. We discuss these stories and California politics with U.S. Rep. Adam Schiff (D-Burbank).\u003c/span>\u003c/p>\n\u003cp>\u003cb>California Supreme Court Rules on Gig Workers\u003cbr>\n\u003c/b>\u003cspan style=\"font-weight: 400\">The Supreme Court of California issued a big victory this week for those who work in the so-called gig economy, where people take jobs at varying times and places — like those who drive for Uber and Lyft. The lawsuit originated with courier and delivery workers at a company called Dynamex Operations West who said they should be considered employees, not contractors. In its ruling, the court said companies must prove that workers operate their own business in order to classify them as independent contractors.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">Guests:\u003c/span>\u003c/p>\n\u003cul>\n\u003cli style=\"font-weight: 400\">\u003cspan style=\"font-weight: 400\">Sam Harnett, KQED Silicon Valley reporter\u003c/span>\u003c/li>\n\u003cli style=\"font-weight: 400\">\u003cspan style=\"font-weight: 400\">Veena Dubal, UC Hastings College of the Law professor\u003c/span>\u003c/li>\n\u003cli style=\"font-weight: 400\">\u003cspan style=\"font-weight: 400\">Edward Escobar, Uber driver and advocate\u003c/span>\u003c/li>\n\u003c/ul>\n\u003cp>\u003cb>California GOP Convention\u003cbr>\n\u003c/b>\u003cspan style=\"font-weight: 400\">This weekend, at the California Republican Party’s annual spring convention, delegates will decide which GOP candidate will get the party’s endorsement in the race for governor — California State Assemblyman Travis Allen of Huntington Beach or venture capitalist John Cox. Both candidates have spoken out against the state’s sanctuary policies, which limit cooperation between local law enforcement and immigration agents. They also both support a ballot initiative that would repeal a recent hike on gas taxes and vehicle registration fees. KQED politics reporter Marisa Lagos gives us an update from the convention in San Diego.\u003c/span>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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"content": "\u003cp>In a ruling that could bring major changes to the way Uber, Lyft and other major \"gig\" employers do business, the California Supreme Court has imposed new limits on how firms classify workers as independent contractors. \u003c/p>\n\u003cp>In \u003ca href=\"http://www.courts.ca.gov/opinions/documents/S222732.PDF\" rel=\"noopener\" target=\"_blank\">a unanimous decision\u003c/a> delivered Monday, the state high court prescribed a simplified test for determining whether someone conducting work for a company should be treated as a contractor or as an employee eligible for minimum wages, work breaks and other benefits. \u003c/p>\n\u003cp>\"What this means for the gig economy is that companies are going to have to look long and hard at whether they're misclassifying their workers for purposes of wages and minimal working conditions under California law,\" Veena Dubal, an associate professor who specializes in workplace legal issues at UC Hastings College of the Law, told KQED. \u003c/p>\n\u003cp>The ruling came in a 2005 lawsuit brought by drivers for a nationwide package delivery company, Dynamex Operations West. Until 2004, the firm had treated the drivers as employees. But in a move to cut costs, the company converted them to independent contractors -- responsible for all of their own expenses though required to wear a Dynamex shirts and badges.\u003c/p>\n\u003cp>The \"ABC standard\" the court adopted -- already in force in Massachusetts and New Jersey -- presumes that a worker is an employee unless three conditions are met:\u003c/p>\n\u003cul>\n\u003cli>That the worker is free from the control and direction of the hirer in connection with the performance of their, both under the contract for the performance of the work and in fact.\u003c/li>\n\u003cli>That the worker performs work that is outside the usual course of the hiring entity’s business.\u003c/li>\n\u003cli>That the worker is customarily engaged in an independently established trade, occupation, or\u003cbr>\nbusiness of the same nature as that involved in the work performed.\u003c/li>\n\u003c/ul>\n\u003cp>The Monday ruling applies only to the Dynamex delivery drivers. But experts in employment law said the decision's effects could ripple throughout the gig economy -- including firms like Uber and Lyft that so far have been largely successful in fending off legal efforts challenging their classification of drivers as independent contractors. \u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Some expert opinions voiced in other outlets:\u003c/p>\n\u003cblockquote>\u003cp>From \u003ca href=\"https://www.nytimes.com/2018/04/30/business/economy/gig-economy-ruling.html\" rel=\"noopener\" target=\"_blank\">The New York Times\u003c/a>:\u003c/p>\n\u003cp>“It’s a massive thing — definitely a game-changer that will force everyone to take a fresh look at the whole issue,” said Richard Meneghello, a co-chairman of the gig-economy practice group at the management-side law firm Fisher Phillips. ... \u003c/p>\n\u003cp>... In a recent case involving the restaurant ordering and delivery service GrubHub, for example, a California judge found that food delivery was a regular part of the company’s business in Los Angeles, where the plaintiff worked, potentially satisfying the ABC test. But she ruled in favor of the company, concluding that it did not exert sufficient control over the worker to be considered an employer.\u003c/p>\n\u003cp>Shannon Liss-Riordan, the attorney for the plaintiff in that case, said she would seek reconsideration in light of the new ruling.\u003c/p>\n\u003cp>GrubHub said in a statement that it was aware of Monday’s ruling but could not comment because of the appeals process in the case, other than to say it “will continue to ensure delivery partners can take advantage of the flexibility they value from working with our company.”\u003c/p>\u003c/blockquote>\n\u003cp>\u003c/p>\n\u003cp>And from \u003ca href=\"https://www.sfchronicle.com/business/article/Gig-workers-could-gain-employee-status-with-12875715.php\" rel=\"noopener\" target=\"_blank\">the San Francisco Chronicle\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>Andrew Livingston, a lawyer for employer organizations in California that filed arguments in support of Dynamex, said the ruling abandoned a standard that California courts had used for 30 years to determine employment status, based largely on how much control a business exercised over wages, hours and working conditions.\u003c/p>\n\u003cp>“This will create challenges for employers,” Livingston said. “At least for wage and hour purposes, this will increase the number of individuals who are considered employees in California.”\u003c/p>\u003c/blockquote>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>In a ruling that could bring major changes to the way Uber, Lyft and other major \"gig\" employers do business, the California Supreme Court has imposed new limits on how firms classify workers as independent contractors. \u003c/p>\n\u003cp>In \u003ca href=\"http://www.courts.ca.gov/opinions/documents/S222732.PDF\" rel=\"noopener\" target=\"_blank\">a unanimous decision\u003c/a> delivered Monday, the state high court prescribed a simplified test for determining whether someone conducting work for a company should be treated as a contractor or as an employee eligible for minimum wages, work breaks and other benefits. \u003c/p>\n\u003cp>\"What this means for the gig economy is that companies are going to have to look long and hard at whether they're misclassifying their workers for purposes of wages and minimal working conditions under California law,\" Veena Dubal, an associate professor who specializes in workplace legal issues at UC Hastings College of the Law, told KQED. \u003c/p>\n\u003cp>The ruling came in a 2005 lawsuit brought by drivers for a nationwide package delivery company, Dynamex Operations West. Until 2004, the firm had treated the drivers as employees. But in a move to cut costs, the company converted them to independent contractors -- responsible for all of their own expenses though required to wear a Dynamex shirts and badges.\u003c/p>\n\u003cp>The \"ABC standard\" the court adopted -- already in force in Massachusetts and New Jersey -- presumes that a worker is an employee unless three conditions are met:\u003c/p>\n\u003cul>\n\u003cli>That the worker is free from the control and direction of the hirer in connection with the performance of their, both under the contract for the performance of the work and in fact.\u003c/li>\n\u003cli>That the worker performs work that is outside the usual course of the hiring entity’s business.\u003c/li>\n\u003cli>That the worker is customarily engaged in an independently established trade, occupation, or\u003cbr>\nbusiness of the same nature as that involved in the work performed.\u003c/li>\n\u003c/ul>\n\u003cp>The Monday ruling applies only to the Dynamex delivery drivers. But experts in employment law said the decision's effects could ripple throughout the gig economy -- including firms like Uber and Lyft that so far have been largely successful in fending off legal efforts challenging their classification of drivers as independent contractors. \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Some expert opinions voiced in other outlets:\u003c/p>\n\u003cblockquote>\u003cp>From \u003ca href=\"https://www.nytimes.com/2018/04/30/business/economy/gig-economy-ruling.html\" rel=\"noopener\" target=\"_blank\">The New York Times\u003c/a>:\u003c/p>\n\u003cp>“It’s a massive thing — definitely a game-changer that will force everyone to take a fresh look at the whole issue,” said Richard Meneghello, a co-chairman of the gig-economy practice group at the management-side law firm Fisher Phillips. ... \u003c/p>\n\u003cp>... In a recent case involving the restaurant ordering and delivery service GrubHub, for example, a California judge found that food delivery was a regular part of the company’s business in Los Angeles, where the plaintiff worked, potentially satisfying the ABC test. But she ruled in favor of the company, concluding that it did not exert sufficient control over the worker to be considered an employer.\u003c/p>\n\u003cp>Shannon Liss-Riordan, the attorney for the plaintiff in that case, said she would seek reconsideration in light of the new ruling.\u003c/p>\n\u003cp>GrubHub said in a statement that it was aware of Monday’s ruling but could not comment because of the appeals process in the case, other than to say it “will continue to ensure delivery partners can take advantage of the flexibility they value from working with our company.”\u003c/p>\u003c/blockquote>\n\u003cp>\u003c/p>\n\u003cp>And from \u003ca href=\"https://www.sfchronicle.com/business/article/Gig-workers-could-gain-employee-status-with-12875715.php\" rel=\"noopener\" target=\"_blank\">the San Francisco Chronicle\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>Andrew Livingston, a lawyer for employer organizations in California that filed arguments in support of Dynamex, said the ruling abandoned a standard that California courts had used for 30 years to determine employment status, based largely on how much control a business exercised over wages, hours and working conditions.\u003c/p>\n\u003cp>“This will create challenges for employers,” Livingston said. “At least for wage and hour purposes, this will increase the number of individuals who are considered employees in California.”\u003c/p>\u003c/blockquote>\n\n\u003c/div>\u003c/p>",
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"title": "Having a Job (or Two, or Three) Doesn't Mean You Can Afford a Place to Live in California",
"headTitle": "The California Dream | The California Report | KQED News",
"content": "\u003cp>Sandwiched between California’s iconic Highway 101 and the Pacific Ocean is a parking lot in Encinitas, where Chad Bordes’ car doubled as his home.\u003c/p>\n\u003cp>The rain pounded and the wind blew; it was 3:30 a.m. in mid-March and still dark outside. Bordes emerged from the front seat of his gray Nissan Altima, wearing a T-shirt, jeans and flip-flops. He walked over to his trunk that also served as his closet. The newness of the day had him bleary eyed.\u003c/p>\n\u003cp>“You wake up and you’re like, 'Oh, I’m in my car,'” Bordes said. “It’s like a bad episode of ‘Groundhog Day,’ every day.”\u003c/p>\n\u003cp>Bordes lived out of his car for the month of March. It was light years from what he imagined for himself. Bordes is 46 years old. He has an MBA from the University of Phoenix. He drives Uber and Lyft and has a part-time job with an online car auction company.\u003c/p>\n\u003cp>Still, it’s not enough to pay the bills.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>For a time, Bordes was among the estimated 134,000 Californians who are homeless, according to the California Department of Housing and Community Development. The state doesn’t keep track of how many of those people have jobs. But, \u003ca href=\"https://calmatters.org/articles/digging-data-attainable-california-dream-today/\">as the cost of living in California continues to rise\u003c/a>, some residents find themselves with jobs that don’t pay enough to afford a stable place to live.\u003c/p>\n\u003cp>Until the end of February, Bordes rented a room in a home in Encinitas for $750 a month. But the owner decided to sell, and Bordes’s take-home pay of between $2,000 and $2,400 a month wasn’t enough to get a one-bedroom apartment in San Diego, where the average rent for a one-bedroom runs about $1,700 a month, according to MarketPointe Realty Advisors in San Diego.\u003c/p>\n\u003cp>So, he lived in his car for a month.\u003c/p>\n\u003cp>In April, he found a room in a home in Vista for $450 on Craigslist.\u003c/p>\n\u003cp>“It’s pretty small,\" Bordes said. “It’s an 8-by-8. It’s actually a laundry room. It’s got a closet. It’s got windows. It’s a place to rest my head.\"\u003c/p>\n\u003cp>He said he’s grateful for the room but “this situation is month-to-month. I don’t know how long the person I am living there with will stay there. I mean, it’s a likely possibility that I might end up in my car again.”\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch3>\u003ca href=\"https://www.kqed.org/news/11657217/thousands-of-college-hopefuls-could-leave-california-and-never-come-back\">Thousands of College Hopefuls Could Leave California, and Never Come Back\u003c/a>\u003c/h3>\n\u003cfigure>\u003ca href=\"https://www.kqed.org/news/11657217/thousands-of-college-hopefuls-could-leave-california-and-never-come-back\">\u003cimg src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/03/RS30018_CADCOLLEGEACCESSPHOTO-qut-1180x767.jpg\" alt=\"\">\u003c/a>\u003c/figure>\n\u003c/aside>\n\u003cp>Bordes owes nearly $100,000 in student loan debt on his MBA. His monthly payments to pay that down amount to $1,300.\u003c/p>\n\u003cp>He has had financial problems in the past. Bordes filed for bankruptcy in 2003 after a divorce. But he said he has worked hard to rebuild his credit.\u003c/p>\n\u003cp>At 3:45 a.m., Bordes' workday began. “All right, another day in paradise,” he said as he drove out to the gas station.\u003c/p>\n\u003cp>A full tank cost him $55. Then he checked Uber and Lyft ride requests.\u003c/p>\n\u003cp>\"I’m looking for the longer rides, 45 minutes plus,” Bordes said. “I like to do two of those in the morning because it starts me off with $70 or $80 in the morning right off the bat.”\u003c/p>\n\u003cp>At 4:30 a.m., his smartphone pinged. He picked up a couple in the northern tip of San Diego County to take them to the airport. He made $40.\u003c/p>\n\u003cp>At 7 a.m., Bordes went to a gym to shower and change into a fresh set of clothes. By 7:30 a.m., he was out the door to start his next job. Already, he was tired.\u003c/p>\n\u003cp>His shift selling cars online ended at 3 p.m., and he went back to driving.\u003c/p>\n\u003cp>“It’s very, very exhausting,” Bordes said. “There are times during the day when I’ll just turn the apps off, if I am not working at my other job, and just try to catch a 15-minute nap because I’m exhausted.”\u003c/p>\n\u003cp>https://www.youtube.com/watch?v=p-GW21x96VA\u003c/p>\n\u003cp>When Bordes was living in his car, he made sure to leave room in his trunk for his passenger’s luggage. He hid his own belongings -- clothes, laptop, pillow and blanket -- tucked underneath a black towel. He didn’t often talk about his living circumstances but said the typical reaction when he did was one of disbelief.\u003c/p>\n\u003cp>“It’s shock,” Bordes said. “It’s like, ’Whoa, why are you living in your car?’”\u003c/p>\n\u003cp>Bordes asked himself that same question. He thought his MBA would have enabled him to get a job that paid at least between $75,000 and $100,000 a year.\u003c/p>\n\u003cp>“I thought the degree would make me more marketable,” he said.\u003c/p>\n\u003cp>But it hasn’t paid off.\u003c/p>\n\u003cp>Bordes said he sneaks in time during the day to search for sales and marketing jobs.\u003c/p>\n\u003cp>So far, he has received only rejections. Bordes said he hasn’t even gotten a call back for entry-level jobs that start at $36,000.\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch3>\u003ca href=\"https://www.kqed.org/news/11654616/for-the-middle-class-the-california-dream-has-become-a-california-joke\">For the Middle Class, the California Dream Has Become a California Joke\u003cbr>\n\u003c/a>\u003c/h3>\n\u003cfigure>\u003ca href=\"https://www.kqed.org/news/11654616/for-the-middle-class-the-california-dream-has-become-a-california-joke\">\u003cimg src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/03/MiddleClassDream-1020x747.jpg\" alt=\"\">\u003c/a>\u003c/figure>\n\u003c/aside>\n\u003cp>He doesn’t know why exactly. He guesses that’s because he’s not using keywords in his resume that would prompt a company to respond, \u003ca href=\"http://www.kpbs.org/news/2018/mar/15/californias-middle-class-decline-despite-states-im/\">or maybe there just aren’t enough middle-income jobs\u003c/a>, or perhaps his MBA makes him overqualified.\u003c/p>\n\u003cp>“I wake up in the morning and I’m just sad and I think, God, I wish things were different,\" he said. \"I wish I would have gone down a different track or gotten a different degree.”\u003c/p>\n\u003cp>The wondering. The work. The living situation. It has drained him.\u003c/p>\n\u003cp>“There are times I just get really emotional,” Bordes said. “I just start crying. I get really sad. One of the things I think about is, 'Oh, yeah my parents would be real proud of me, 46, living in my car.' My parents had bigger dreams. My dad never went to college. My mom didn’t go to college either. They held bigger dreams for me.”\u003c/p>\n\u003cp>But there was fire in his eyes when asked what he would like to know from California’s politicians.\u003c/p>\n\u003cp>“How did we get here?” Bordes wanted to know. “How did we get to a point where we devalue human life to where it’s OK if we step over homeless people? Why isn’t there more housing being built for lower-income families? What are we doing to bring more jobs in?”\u003c/p>\n\u003cp>After another two-hour Uber/Lyft shift, at 8:30 p.m., Bordes finished his day. His fatigue left him cynical about how the state’s politicians might answer him.\u003c/p>\n\u003cp>“They don’t care,” Bordes said. “Honestly, they don’t care.”\u003c/p>\n\u003cp>\u003cem>\u003ca href=\"https://www.kqed.org/news/series/californiadream/\" target=\"_blank\" rel=\"noopener\">The California Dream series\u003c/a> is a statewide media collaboration of CALmatters, KPBS, KPCC, KQED and Capital Public Radio with support from the Corporation for Public Broadcasting, the James Irvine Foundation and the College Futures Foundation.\u003c/em>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\u003cimg class=\"aligncenter size-medium wp-image-11660142\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/CADreamBanner-800x219.jpg\" alt=\"\" width=\"800\" height=\"219\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/04/CADreamBanner-800x219.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/CADreamBanner-160x44.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/CADreamBanner-1020x280.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/CADreamBanner-1180x324.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/CADreamBanner-960x263.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/CADreamBanner-240x66.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/CADreamBanner-375x103.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/CADreamBanner-520x143.jpg 520w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/CADreamBanner.jpg 1867w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Sandwiched between California’s iconic Highway 101 and the Pacific Ocean is a parking lot in Encinitas, where Chad Bordes’ car doubled as his home.\u003c/p>\n\u003cp>The rain pounded and the wind blew; it was 3:30 a.m. in mid-March and still dark outside. Bordes emerged from the front seat of his gray Nissan Altima, wearing a T-shirt, jeans and flip-flops. He walked over to his trunk that also served as his closet. The newness of the day had him bleary eyed.\u003c/p>\n\u003cp>“You wake up and you’re like, 'Oh, I’m in my car,'” Bordes said. “It’s like a bad episode of ‘Groundhog Day,’ every day.”\u003c/p>\n\u003cp>Bordes lived out of his car for the month of March. It was light years from what he imagined for himself. Bordes is 46 years old. He has an MBA from the University of Phoenix. He drives Uber and Lyft and has a part-time job with an online car auction company.\u003c/p>\n\u003cp>Still, it’s not enough to pay the bills.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>For a time, Bordes was among the estimated 134,000 Californians who are homeless, according to the California Department of Housing and Community Development. The state doesn’t keep track of how many of those people have jobs. But, \u003ca href=\"https://calmatters.org/articles/digging-data-attainable-california-dream-today/\">as the cost of living in California continues to rise\u003c/a>, some residents find themselves with jobs that don’t pay enough to afford a stable place to live.\u003c/p>\n\u003cp>Until the end of February, Bordes rented a room in a home in Encinitas for $750 a month. But the owner decided to sell, and Bordes’s take-home pay of between $2,000 and $2,400 a month wasn’t enough to get a one-bedroom apartment in San Diego, where the average rent for a one-bedroom runs about $1,700 a month, according to MarketPointe Realty Advisors in San Diego.\u003c/p>\n\u003cp>So, he lived in his car for a month.\u003c/p>\n\u003cp>In April, he found a room in a home in Vista for $450 on Craigslist.\u003c/p>\n\u003cp>“It’s pretty small,\" Bordes said. “It’s an 8-by-8. It’s actually a laundry room. It’s got a closet. It’s got windows. It’s a place to rest my head.\"\u003c/p>\n\u003cp>He said he’s grateful for the room but “this situation is month-to-month. I don’t know how long the person I am living there with will stay there. I mean, it’s a likely possibility that I might end up in my car again.”\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch3>\u003ca href=\"https://www.kqed.org/news/11657217/thousands-of-college-hopefuls-could-leave-california-and-never-come-back\">Thousands of College Hopefuls Could Leave California, and Never Come Back\u003c/a>\u003c/h3>\n\u003cfigure>\u003ca href=\"https://www.kqed.org/news/11657217/thousands-of-college-hopefuls-could-leave-california-and-never-come-back\">\u003cimg src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/03/RS30018_CADCOLLEGEACCESSPHOTO-qut-1180x767.jpg\" alt=\"\">\u003c/a>\u003c/figure>\n\u003c/aside>\n\u003cp>Bordes owes nearly $100,000 in student loan debt on his MBA. His monthly payments to pay that down amount to $1,300.\u003c/p>\n\u003cp>He has had financial problems in the past. Bordes filed for bankruptcy in 2003 after a divorce. But he said he has worked hard to rebuild his credit.\u003c/p>\n\u003cp>At 3:45 a.m., Bordes' workday began. “All right, another day in paradise,” he said as he drove out to the gas station.\u003c/p>\n\u003cp>A full tank cost him $55. Then he checked Uber and Lyft ride requests.\u003c/p>\n\u003cp>\"I’m looking for the longer rides, 45 minutes plus,” Bordes said. “I like to do two of those in the morning because it starts me off with $70 or $80 in the morning right off the bat.”\u003c/p>\n\u003cp>At 4:30 a.m., his smartphone pinged. He picked up a couple in the northern tip of San Diego County to take them to the airport. He made $40.\u003c/p>\n\u003cp>At 7 a.m., Bordes went to a gym to shower and change into a fresh set of clothes. By 7:30 a.m., he was out the door to start his next job. Already, he was tired.\u003c/p>\n\u003cp>His shift selling cars online ended at 3 p.m., and he went back to driving.\u003c/p>\n\u003cp>“It’s very, very exhausting,” Bordes said. “There are times during the day when I’ll just turn the apps off, if I am not working at my other job, and just try to catch a 15-minute nap because I’m exhausted.”\u003c/p>\u003c/p>\u003cp>\u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutube'>\n \u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutubeInside'>\n \u003ciframe\n loading='lazy'\n class='utils-parseShortcode-shortcodes-__youtubeShortcode__youtubePlayer'\n type='text/html'\n src='//www.youtube.com/embed/p-GW21x96VA'\n title='//www.youtube.com/embed/p-GW21x96VA'\n allowfullscreen='true'\n style='border:0;'>\u003c/iframe>\n \u003c/span>\n \u003c/span>\u003c/p>\u003cp>\u003cp>When Bordes was living in his car, he made sure to leave room in his trunk for his passenger’s luggage. He hid his own belongings -- clothes, laptop, pillow and blanket -- tucked underneath a black towel. He didn’t often talk about his living circumstances but said the typical reaction when he did was one of disbelief.\u003c/p>\n\u003cp>“It’s shock,” Bordes said. “It’s like, ’Whoa, why are you living in your car?’”\u003c/p>\n\u003cp>Bordes asked himself that same question. He thought his MBA would have enabled him to get a job that paid at least between $75,000 and $100,000 a year.\u003c/p>\n\u003cp>“I thought the degree would make me more marketable,” he said.\u003c/p>\n\u003cp>But it hasn’t paid off.\u003c/p>\n\u003cp>Bordes said he sneaks in time during the day to search for sales and marketing jobs.\u003c/p>\n\u003cp>So far, he has received only rejections. Bordes said he hasn’t even gotten a call back for entry-level jobs that start at $36,000.\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch3>\u003ca href=\"https://www.kqed.org/news/11654616/for-the-middle-class-the-california-dream-has-become-a-california-joke\">For the Middle Class, the California Dream Has Become a California Joke\u003cbr>\n\u003c/a>\u003c/h3>\n\u003cfigure>\u003ca href=\"https://www.kqed.org/news/11654616/for-the-middle-class-the-california-dream-has-become-a-california-joke\">\u003cimg src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/03/MiddleClassDream-1020x747.jpg\" alt=\"\">\u003c/a>\u003c/figure>\n\u003c/aside>\n\u003cp>He doesn’t know why exactly. He guesses that’s because he’s not using keywords in his resume that would prompt a company to respond, \u003ca href=\"http://www.kpbs.org/news/2018/mar/15/californias-middle-class-decline-despite-states-im/\">or maybe there just aren’t enough middle-income jobs\u003c/a>, or perhaps his MBA makes him overqualified.\u003c/p>\n\u003cp>“I wake up in the morning and I’m just sad and I think, God, I wish things were different,\" he said. \"I wish I would have gone down a different track or gotten a different degree.”\u003c/p>\n\u003cp>The wondering. The work. The living situation. It has drained him.\u003c/p>\n\u003cp>“There are times I just get really emotional,” Bordes said. “I just start crying. I get really sad. One of the things I think about is, 'Oh, yeah my parents would be real proud of me, 46, living in my car.' My parents had bigger dreams. My dad never went to college. My mom didn’t go to college either. They held bigger dreams for me.”\u003c/p>\n\u003cp>But there was fire in his eyes when asked what he would like to know from California’s politicians.\u003c/p>\n\u003cp>“How did we get here?” Bordes wanted to know. “How did we get to a point where we devalue human life to where it’s OK if we step over homeless people? Why isn’t there more housing being built for lower-income families? What are we doing to bring more jobs in?”\u003c/p>\n\u003cp>After another two-hour Uber/Lyft shift, at 8:30 p.m., Bordes finished his day. His fatigue left him cynical about how the state’s politicians might answer him.\u003c/p>\n\u003cp>“They don’t care,” Bordes said. “Honestly, they don’t care.”\u003c/p>\n\u003cp>\u003cem>\u003ca href=\"https://www.kqed.org/news/series/californiadream/\" target=\"_blank\" rel=\"noopener\">The California Dream series\u003c/a> is a statewide media collaboration of CALmatters, KPBS, KPCC, KQED and Capital Public Radio with support from the Corporation for Public Broadcasting, the James Irvine Foundation and the College Futures Foundation.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>Uber will start doing annual criminal background checks on U.S. drivers and hire a company that continually monitors criminal arrests as it tries to do a better job of keeping riders safe.\u003c/p>\n\u003cp>The move announced Thursday is one of several actions taken by the ride-hailing company under new CEO Dara Khosrowshahi, who said that the changes aren’t just being done to polish the company’s image, which has been tarnished by driver misbehavior and a long string of other embarrassing failings.\u003c/p>\n\u003cp>“The first thing that we want to do is really change Uber’s substance, and the image may follow,” he said in an interview with The Associated Press. “The announcements that we’re making are just a step along the way of making Uber fundamentally safer for drivers and riders.”\u003c/p>\n\u003cp>Other safety features include buttons in the Uber app that allow riders to call 911 in an emergency, as well as app refinements that make it easier for riders to share their whereabouts with friends or loved ones.\u003c/p>\n\u003cp>Since it began operating in 2009, Uber has been dogged by reports of drivers accosting passengers, including lawsuits alleging sexual assaults. Last year, the company was fined $8.9 million by Colorado for allowing people with serious criminal or motor vehicle offenses to work as drivers. The state’s Public Utilities Commission said it found nearly 60 people were allowed to drive in the state despite having previous felony convictions or major traffic violations, including drunken driving.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Khosrowshahi, formerly CEO of the Expedia travel booking site, replaced hard-charging co-founder Travis Kalanick in August and faced problems almost from the start. Most recently, he has had to grapple with his company’s autonomous vehicle program after one of its SUVs struck and killed a pedestrian last month in Tempe, Arizona.\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch3>\u003ca href=\"https://www.kqed.org/news/11651103\">The Human Cost of Uber and Lyft: Life in the Dying Taxi Industry\u003c/a>\u003c/h3>\n\u003cfigure>\u003ca href=\"https://www.kqed.org/news/11651103\">\u003cimg decoding=\"async\" src=\"https://ww2.kqed.org/wp-content/uploads/sites/10/2018/02/Mark-1-e1519088151805-1180x885.jpg\" alt=\"\">\u003c/a>\u003c/figure>\n\u003c/aside>\n\u003cp>Khosrowshahi said the company’s exponentially fast growth prevented steps like the annual background checks from being done sooner. “I can’t change the past, but I can change the things that we do going forward,” he said.\u003c/p>\n\u003cp>Uber does 15 million trips per day worldwide, and its drivers “reflect the good and the bad and the random events of the world,” Khosrowshahi said.\u003c/p>\n\u003cp>It was bad policy for Uber to do just one background check for drivers and never follow up, said Thomas Mauriello, a senior lecturer of forensic science at the University of Maryland and former Defense Department agent who was involved in background checks. But he sees the changes as positive, potentially catching bad behavior after a driver is hired on.\u003c/p>\n\u003cp>“Any check is better than no check,” he said. “Nobody should think that any check they do is going to be 100 percent foolproof and get all information.”\u003c/p>\n\u003cp>Some governments now require background checks after drivers are hired, but the company’s policy makes it uniform nationwide, Uber said.\u003c/p>\n\u003cp>Uber will conduct its annual background checks through a company called Checkr starting in the next few weeks. It still does not intend to do FBI fingerprint background checks, saying its check of court records and other databases is robust, fair and “stacks up well against the alternatives.”\u003c/p>\n\u003cp>A company, which Uber would not identify, has been hired to continually check arrest data, and that also will begin in a few weeks, Uber said.\u003c/p>\n\u003cp>Most governments do not require annual background checks on taxi drivers, but they continually monitor arrest records and check them against drivers’ names, said John Boit, spokesman for the Taxicab, Limousine and Paratransit Association.\u003c/p>\n\u003cp>Mauriello says that may be true because the FBI database includes only felonies. Many sex crimes and traffic violations that could disqualify driver candidates are misdemeanors and not in the database, he said.\u003c/p>\n\u003cp>The app changes, which will take several weeks to become active, will roll out first in the U.S. and then move to other countries. Riders will see a shield that they can touch, sending the app to another screen with safety tips, instructions on how to easily share ride information with others, and a button to call 911. When the 911 button is pressed, riders will immediately get their location to relay to dispatchers, helping riders traveling in unfamiliar areas.\u003c/p>\n\u003cp>Uber has been testing its new features with Denver’s 911 system, which automatically sends the rider’s location, as well as driver and car information, to the dispatch center. Uber says location information from smartphones is better than what’s used by 911 centers, which rely on triangulation off multiple cellular telephone towers.\u003c/p>\n\u003cp>Evelyn Bailey, executive director of the National Association of State 911 Administrators, said there’s no proof yet that smartphones provide closer location information than wireless carriers, but it’s under study by the Federal Communications Commission. She said Uber’s two-step calling through the app may not be intuitive for people, and she would prefer they call 911 with the keypad.\u003c/p>\n\u003cp>She also said Uber’s system has great potential, although she would like to see test results before passing judgment. “If in fact it does deliver what it promises, then that could be very beneficial to the calling public,” she said. “But if it doesn’t, then I think that’s a problem.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Uber says people can always call 911 from the keypad.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Uber will start doing annual criminal background checks on U.S. drivers and hire a company that continually monitors criminal arrests as it tries to do a better job of keeping riders safe.\u003c/p>\n\u003cp>The move announced Thursday is one of several actions taken by the ride-hailing company under new CEO Dara Khosrowshahi, who said that the changes aren’t just being done to polish the company’s image, which has been tarnished by driver misbehavior and a long string of other embarrassing failings.\u003c/p>\n\u003cp>“The first thing that we want to do is really change Uber’s substance, and the image may follow,” he said in an interview with The Associated Press. “The announcements that we’re making are just a step along the way of making Uber fundamentally safer for drivers and riders.”\u003c/p>\n\u003cp>Other safety features include buttons in the Uber app that allow riders to call 911 in an emergency, as well as app refinements that make it easier for riders to share their whereabouts with friends or loved ones.\u003c/p>\n\u003cp>Since it began operating in 2009, Uber has been dogged by reports of drivers accosting passengers, including lawsuits alleging sexual assaults. Last year, the company was fined $8.9 million by Colorado for allowing people with serious criminal or motor vehicle offenses to work as drivers. The state’s Public Utilities Commission said it found nearly 60 people were allowed to drive in the state despite having previous felony convictions or major traffic violations, including drunken driving.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Khosrowshahi, formerly CEO of the Expedia travel booking site, replaced hard-charging co-founder Travis Kalanick in August and faced problems almost from the start. Most recently, he has had to grapple with his company’s autonomous vehicle program after one of its SUVs struck and killed a pedestrian last month in Tempe, Arizona.\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch3>\u003ca href=\"https://www.kqed.org/news/11651103\">The Human Cost of Uber and Lyft: Life in the Dying Taxi Industry\u003c/a>\u003c/h3>\n\u003cfigure>\u003ca href=\"https://www.kqed.org/news/11651103\">\u003cimg decoding=\"async\" src=\"https://ww2.kqed.org/wp-content/uploads/sites/10/2018/02/Mark-1-e1519088151805-1180x885.jpg\" alt=\"\">\u003c/a>\u003c/figure>\n\u003c/aside>\n\u003cp>Khosrowshahi said the company’s exponentially fast growth prevented steps like the annual background checks from being done sooner. “I can’t change the past, but I can change the things that we do going forward,” he said.\u003c/p>\n\u003cp>Uber does 15 million trips per day worldwide, and its drivers “reflect the good and the bad and the random events of the world,” Khosrowshahi said.\u003c/p>\n\u003cp>It was bad policy for Uber to do just one background check for drivers and never follow up, said Thomas Mauriello, a senior lecturer of forensic science at the University of Maryland and former Defense Department agent who was involved in background checks. But he sees the changes as positive, potentially catching bad behavior after a driver is hired on.\u003c/p>\n\u003cp>“Any check is better than no check,” he said. “Nobody should think that any check they do is going to be 100 percent foolproof and get all information.”\u003c/p>\n\u003cp>Some governments now require background checks after drivers are hired, but the company’s policy makes it uniform nationwide, Uber said.\u003c/p>\n\u003cp>Uber will conduct its annual background checks through a company called Checkr starting in the next few weeks. It still does not intend to do FBI fingerprint background checks, saying its check of court records and other databases is robust, fair and “stacks up well against the alternatives.”\u003c/p>\n\u003cp>A company, which Uber would not identify, has been hired to continually check arrest data, and that also will begin in a few weeks, Uber said.\u003c/p>\n\u003cp>Most governments do not require annual background checks on taxi drivers, but they continually monitor arrest records and check them against drivers’ names, said John Boit, spokesman for the Taxicab, Limousine and Paratransit Association.\u003c/p>\n\u003cp>Mauriello says that may be true because the FBI database includes only felonies. Many sex crimes and traffic violations that could disqualify driver candidates are misdemeanors and not in the database, he said.\u003c/p>\n\u003cp>The app changes, which will take several weeks to become active, will roll out first in the U.S. and then move to other countries. Riders will see a shield that they can touch, sending the app to another screen with safety tips, instructions on how to easily share ride information with others, and a button to call 911. When the 911 button is pressed, riders will immediately get their location to relay to dispatchers, helping riders traveling in unfamiliar areas.\u003c/p>\n\u003cp>Uber has been testing its new features with Denver’s 911 system, which automatically sends the rider’s location, as well as driver and car information, to the dispatch center. Uber says location information from smartphones is better than what’s used by 911 centers, which rely on triangulation off multiple cellular telephone towers.\u003c/p>\n\u003cp>Evelyn Bailey, executive director of the National Association of State 911 Administrators, said there’s no proof yet that smartphones provide closer location information than wireless carriers, but it’s under study by the Federal Communications Commission. She said Uber’s two-step calling through the app may not be intuitive for people, and she would prefer they call 911 with the keypad.\u003c/p>\n\u003cp>She also said Uber’s system has great potential, although she would like to see test results before passing judgment. “If in fact it does deliver what it promises, then that could be very beneficial to the calling public,” she said. “But if it doesn’t, then I think that’s a problem.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Uber says people can always call 911 from the keypad.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"title": "Have Ride-Hailing Apps Made Traffic Worse?",
"headTitle": "Have Ride-Hailing Apps Made Traffic Worse? | KQED",
"content": "\u003cp>\u003cem>Bay Curious Host Olivia Allen-Price sat down with KALW transportation reporter Eli Wirtschafter to see if our Bay Area traffic woes can be blamed on ride-hailing apps. The following is a lightly edited transcript.\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>OAP: Is traffic actually getting worse and could Lyft and Uber be to blame?\u003c/strong>\u003c/p>\n\u003cp>[baycuriousbug]\u003c/p>\n\u003cp>EW: Big question. First of all, we know for sure that traffic has gotten worse in the Bay Area. We live it, and we see it every day. But there’s a lot of other reasons why traffic has increased. The Bay Area is becoming a lot more dense. In the last couple years the economy has been doing really well so people are going to jobs, people are going out at night, a lot of people are moving around. Gas is cheaper than it used to be. So there’s various things that we would expect to increase traffic. But at the same time these two services that started in San Francisco, Uber and Lyft, have become really popular. And there’s a lot of reasons to think that they could be increasing traffic as well.\u003c/p>\n\u003cp>\u003cstrong>OAP: So how might Uber and Lyft be creating more traffic?\u003c/strong>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>EW: Well, the first thing is the amount of time those cars are traveling without a passenger. So, when you drive your own car from one place to another, that’s just Point A to Point B. Lyft is going to take you from Point A to Point B and then is going to drive around waiting for someone else to join. So that looks like something that could add to miles traveled on the road.\u003c/p>\n\u003cp>\u003cstrong>OAP: Are there more cars on the road because of services like Uber and Lyft?\u003c/strong>\u003c/p>\n\u003cp>EW: Well, San Francisco was never a major taxi town. Even in 2012, before these services got big, taxis made up only around 1 percent of rides within San Francisco. Now a study by the county of San Francisco estimates 15 percent of trips inside the city are made through Uber and Lyft. That’s huge. That’s much bigger than taxis used to be.\u003c/p>\n\u003cfigure id=\"attachment_11658016\" class=\"wp-caption alignright\" style=\"max-width: 640px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-large wp-image-11658016\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/03/GettyImages-696041472-1020x704.jpg\" alt=\"Is Uber making traffic worse?\" width=\"640\" height=\"442\">\u003cfigcaption class=\"wp-caption-text\">Is Uber making traffic worse? \u003ccite>(Spencer Platt/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>OAP: How many Uber and Lyft cars are actually on our streets?\u003c/strong>\u003c/p>\n\u003cp>EW: According to data gathered by the county of San Francisco, on an average weekday there are more than 5,700 Uber or Lyft vehicles in San Francisco during peak hours. On Friday, that goes up to 6,500.\u003c/p>\n\u003cp>\u003cstrong>OAP: What kind of rides are Lyft and Uber replacing? Are people using public transit or their personal cars less?\u003c/strong>\u003c/p>\n\u003cp>EW: The impact on transit is pretty complicated. It seems from a couple of studies, if you’re talking about a shorter trip, people are now more likely to choose not to take the bus and choose to take an Uber or Lyft instead. For a longer trip, it may be that some people are choosing to take public transit more and take Uber and Lyft towards the end of the trip.\u003c/p>\n\u003cp>BART actually did a study of their own riders who use Uber and Lyft, and about the same number said it made them more likely to ride BART as the number who said it made them less likely to ride BART. But I think a more key thing to look at is whether Uber and Lyft are creating rides where before someone wouldn’t have done a ride at all. And we don’t have data on that for San Francisco. But a study based out of UC Davis found that 49 to 61 percent of ride-hailing trips would not have been made by a car at all.\u003c/p>\n\u003cp>\u003cstrong>OAP: Wow. So that would be a lot more cars on the road.\u003c/strong>\u003c/p>\n\u003cp>EW: That would be a lot more cars.\u003c/p>\n\u003cp>\u003cstrong>OAP: And is there a scenario in which Uber and Lyft actually help reduce traffic? Because I imagine you could get to a point where so many people are relying on these services that they wouldn’t have cars of their own, and that could be a good thing.\u003c/strong>\u003c/p>\n\u003cp>EW: Yes, it’s possible. You can imagine ways that they would reduce traffic. If people are circling for parking less and taking those services more, and they’re so efficient that they’re always picking somebody up, that could reduce traffic. If people are taking public transit more and using Uber and Lyft for just the last bit of the journey, that could reduce traffic. The biggest way they could potentially reduce traffic is if people start to use it more as a carpooling service. So both Uber and Lyft have a carpool version of the service. For now they’re not as popular, but both Uber and Lyft are saying they want to increase the number of rides that happen through carpooling. … But you still have to remember, if you take three people out of a bus and put them into an Uber, that’s still increasing the number of vehicles on the road.\u003c/p>\n\u003cfigure id=\"attachment_11658006\" class=\"wp-caption alignright\" style=\"max-width: 640px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-large wp-image-11658006\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/03/GettyImages-71345268-1020x680.jpg\" alt=\"Traffic in the Bay Area\" width=\"640\" height=\"427\">\u003cfigcaption class=\"wp-caption-text\">Traffic in the Bay Area \u003ccite>(David Paul Morris/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>OAP: And what can governments do? Can our cities actually help with this problem?\u003c/strong>\u003c/p>\n\u003cp>EW: A lot of transportation planners say if you really want to decrease traffic, the way to do that is to charge people for driving. So right now there’s some talk in San Francisco of imposing some sort of charge for cars entering the city. Another way to do that could be to charge for every mile that people drive and you could put that kind of tax specifically on Uber or Lyft. Right now individual cities don’t have the authority to do that. In California, authority to regulate these companies is held by the state, and they’re not making moves like that. They’re not under the same kind of pressure of traffic as San Francisco.\u003c/p>\n\u003cp>\u003cstrong>OAP: So is there any hope for our listeners who just want some traffic relief? Is there anything that they can look forward to?\u003c/strong>\u003c/p>\n\u003cp>Well, I hope they have lots of things they can look forward to, but for traffic relief they’re going to have to hold out for a world where people are carpooling more. There is a hopeful case for when driverless cars come along, our whole network is going to be so smart that people are going to be carpooling all the time and there aren’t going to be more cars on the road than there have to be. I’m worried that the reality is going to be the opposite. As driverless cars come in, it costs even less to have a car out on the road than it does now. I wish I had good news for listeners, but I don’t feel like I do.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>[baycuriousquestion]\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Bay Curious Host Olivia Allen-Price sat down with KALW transportation reporter Eli Wirtschafter to see if our Bay Area traffic woes can be blamed on ride-hailing apps. The following is a lightly edited transcript.\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>OAP: Is traffic actually getting worse and could Lyft and Uber be to blame?\u003c/strong>\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003caside class=\"alignleft utils-parseShortcode-shortcodes-__bayCuriousPodcastShortcode__bayCurious\">\u003cimg src=https://cdn.kqed.org/wp-content/uploads/2023/02/bayCuriousLogo.png alt=\"Bay Curious Podcast\" loading=\"lazy\" />\n What do you wonder about the Bay Area, its culture or people that you want KQED to investigate?\n \u003ca href=\"/news/series/baycurious\">Ask Bay Curious.\u003c/a>\u003c/aside>\u003c/p>\u003cp>\u003c/p>\n\u003cp>EW: Big question. First of all, we know for sure that traffic has gotten worse in the Bay Area. We live it, and we see it every day. But there’s a lot of other reasons why traffic has increased. The Bay Area is becoming a lot more dense. In the last couple years the economy has been doing really well so people are going to jobs, people are going out at night, a lot of people are moving around. Gas is cheaper than it used to be. So there’s various things that we would expect to increase traffic. But at the same time these two services that started in San Francisco, Uber and Lyft, have become really popular. And there’s a lot of reasons to think that they could be increasing traffic as well.\u003c/p>\n\u003cp>\u003cstrong>OAP: So how might Uber and Lyft be creating more traffic?\u003c/strong>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>EW: Well, the first thing is the amount of time those cars are traveling without a passenger. So, when you drive your own car from one place to another, that’s just Point A to Point B. Lyft is going to take you from Point A to Point B and then is going to drive around waiting for someone else to join. So that looks like something that could add to miles traveled on the road.\u003c/p>\n\u003cp>\u003cstrong>OAP: Are there more cars on the road because of services like Uber and Lyft?\u003c/strong>\u003c/p>\n\u003cp>EW: Well, San Francisco was never a major taxi town. Even in 2012, before these services got big, taxis made up only around 1 percent of rides within San Francisco. Now a study by the county of San Francisco estimates 15 percent of trips inside the city are made through Uber and Lyft. That’s huge. That’s much bigger than taxis used to be.\u003c/p>\n\u003cfigure id=\"attachment_11658016\" class=\"wp-caption alignright\" style=\"max-width: 640px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-large wp-image-11658016\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/03/GettyImages-696041472-1020x704.jpg\" alt=\"Is Uber making traffic worse?\" width=\"640\" height=\"442\">\u003cfigcaption class=\"wp-caption-text\">Is Uber making traffic worse? \u003ccite>(Spencer Platt/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>OAP: How many Uber and Lyft cars are actually on our streets?\u003c/strong>\u003c/p>\n\u003cp>EW: According to data gathered by the county of San Francisco, on an average weekday there are more than 5,700 Uber or Lyft vehicles in San Francisco during peak hours. On Friday, that goes up to 6,500.\u003c/p>\n\u003cp>\u003cstrong>OAP: What kind of rides are Lyft and Uber replacing? Are people using public transit or their personal cars less?\u003c/strong>\u003c/p>\n\u003cp>EW: The impact on transit is pretty complicated. It seems from a couple of studies, if you’re talking about a shorter trip, people are now more likely to choose not to take the bus and choose to take an Uber or Lyft instead. For a longer trip, it may be that some people are choosing to take public transit more and take Uber and Lyft towards the end of the trip.\u003c/p>\n\u003cp>BART actually did a study of their own riders who use Uber and Lyft, and about the same number said it made them more likely to ride BART as the number who said it made them less likely to ride BART. But I think a more key thing to look at is whether Uber and Lyft are creating rides where before someone wouldn’t have done a ride at all. And we don’t have data on that for San Francisco. But a study based out of UC Davis found that 49 to 61 percent of ride-hailing trips would not have been made by a car at all.\u003c/p>\n\u003cp>\u003cstrong>OAP: Wow. So that would be a lot more cars on the road.\u003c/strong>\u003c/p>\n\u003cp>EW: That would be a lot more cars.\u003c/p>\n\u003cp>\u003cstrong>OAP: And is there a scenario in which Uber and Lyft actually help reduce traffic? Because I imagine you could get to a point where so many people are relying on these services that they wouldn’t have cars of their own, and that could be a good thing.\u003c/strong>\u003c/p>\n\u003cp>EW: Yes, it’s possible. You can imagine ways that they would reduce traffic. If people are circling for parking less and taking those services more, and they’re so efficient that they’re always picking somebody up, that could reduce traffic. If people are taking public transit more and using Uber and Lyft for just the last bit of the journey, that could reduce traffic. The biggest way they could potentially reduce traffic is if people start to use it more as a carpooling service. So both Uber and Lyft have a carpool version of the service. For now they’re not as popular, but both Uber and Lyft are saying they want to increase the number of rides that happen through carpooling. … But you still have to remember, if you take three people out of a bus and put them into an Uber, that’s still increasing the number of vehicles on the road.\u003c/p>\n\u003cfigure id=\"attachment_11658006\" class=\"wp-caption alignright\" style=\"max-width: 640px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-large wp-image-11658006\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/03/GettyImages-71345268-1020x680.jpg\" alt=\"Traffic in the Bay Area\" width=\"640\" height=\"427\">\u003cfigcaption class=\"wp-caption-text\">Traffic in the Bay Area \u003ccite>(David Paul Morris/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>OAP: And what can governments do? Can our cities actually help with this problem?\u003c/strong>\u003c/p>\n\u003cp>EW: A lot of transportation planners say if you really want to decrease traffic, the way to do that is to charge people for driving. So right now there’s some talk in San Francisco of imposing some sort of charge for cars entering the city. Another way to do that could be to charge for every mile that people drive and you could put that kind of tax specifically on Uber or Lyft. Right now individual cities don’t have the authority to do that. In California, authority to regulate these companies is held by the state, and they’re not making moves like that. They’re not under the same kind of pressure of traffic as San Francisco.\u003c/p>\n\u003cp>\u003cstrong>OAP: So is there any hope for our listeners who just want some traffic relief? Is there anything that they can look forward to?\u003c/strong>\u003c/p>\n\u003cp>Well, I hope they have lots of things they can look forward to, but for traffic relief they’re going to have to hold out for a world where people are carpooling more. There is a hopeful case for when driverless cars come along, our whole network is going to be so smart that people are going to be carpooling all the time and there aren’t going to be more cars on the road than there have to be. I’m worried that the reality is going to be the opposite. As driverless cars come in, it costs even less to have a car out on the road than it does now. I wish I had good news for listeners, but I don’t feel like I do.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"title": "Credit Union Is Suing San Francisco Over Taxi Medallion Meltdown",
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"content": "\u003cp>In 2010, San Francisco started selling taxi medallions to cab drivers. The city made millions of dollars. Today, the market for these taxi permits is in a shambles — the drivers who bought them are stuck with toxic assets, and the credit union that the city asked to finance loans for the medallions is suing for its losses.\u003c/p>\n\u003cp>A medallion is a permit to operate a taxi, and for years it was a surefire investment. Medallions were free and were awarded to taxi drivers based on seniority. Drivers would often wait over a decade to get one. And once they had a medallion, they could rent it out to make passive income when they weren’t driving. This was the de facto retirement plan for a cab driver, but it all started to change eight years ago.\u003c/p>\n\u003cp>In 2010, San Francisco was struggling to balance its budget. To make extra revenue, then-Mayor Gavin Newsom took a page from New York City’s playbook. \u003ca href=\"http://sanfrancisco.cbslocal.com/2017/12/18/san-francisco-taxi-medallions-center-financial-meltdown/\">He “monetized” the city’s medallions\u003c/a>. Newsom had the city start selling them for a fixed price of $250,000 apiece. \u003ca href=\"http://sfbgarchive.48hills.org/sfbgarchive/2009/01/16/newsoms-flip-flop-taxis/\">All this went back on a promise Newsom had made to keep the existing taxi medallion system in place.\u003c/a>\u003c/p>\n\u003cp>And $250,000 is a steep price for a cab driver. The city needed a lender to offer loans to drivers who wanted to purchase a medallion. But drivers are often immigrants with no credit history. Major banks weren’t interested in such high-risk lending. So, the city turned to its credit unions.\u003c/p>\n\u003cp>Jonathan Oliver is CEO of the San Francisco Federal Credit Union, one of three credit unions in the city. These credit unions fill a vital niche for the area.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“A lot of the programs we do in the city are things traditional banks won’t do,” Oliver said.\u003c/p>\n\u003cp>The San Francisco Federal Credit Union does things like finance small businesses and affordable housing projects. It also provides banking for minors. The credit union partnered with the city to offer medallion loans to drivers at a much-reduced interest rate: just 5 percent.\u003c/p>\n\u003cp>Oliver said the credit union should have been charging somewhere around 18 percent for these loans. But this was a program sanctioned by the city and intended to help local drivers. Oliver said city officials committed to San Francisco doing anything it could to ensure the medallion market, and by extension the taxi industry, remained viable. Oliver said that is the reason the credit union issued such low-rate loans.\u003c/p>\n\u003cp>At first the medallion market hummed along. The city sold approximately 700, and it made millions. But then San Francisco allowed Lyft and Uber to come operate in the city without medallions.\u003c/p>\n\u003cp>Medallions limit how many cabs can be on the road at one time. Because they weren’t made to abide by the permitting regulations, Lyft and Uber were able to flood the city’s streets with cars. They used their venture capital money to undercut taxi rates and \u003ca href=\"https://www.kqed.org/news/11651798\" target=\"_blank\" rel=\"noopener noreferrer\">eviscerate the industry\u003c/a>.\u003c/p>\n\u003cp>Taxi earnings plunged. Drivers started struggling just to make their loan payments. Around 100 taxi drivers have now defaulted, and the medallion market is totally frozen. Not a single one has sold in almost two years.\u003c/p>\n\u003cp>Oliver said the city has done virtually nothing to keep its promise.\u003c/p>\n\u003cp>“They’ve kinda put their head in the sand and said, ‘OK, well this situation is maybe going to fix itself or is just going to disappear,’ ” Oliver said.\u003c/p>\n\u003cp>So, the credit union is suing.\u003c/p>\n\u003cp>Oliver estimates the credit union’s losses from medallion loan defaults to be $28 million. City officials have told KQED that state law constrained how it could regulate Lyft and Uber. Both the credit union and drivers said the city could have done much more to prevent the taxi industry from being unfairly undercut, and the medallion market from being rapidly destroyed.\u003c/p>\n\u003cp>The drivers who bought medallions are now shackled with these toxic assets — worthless pieces of tin, as many drivers now refer to them. No one is buying the medallions. Even after all the changes in the industry, they are still fixed at $250,000, and drivers are on the hook for the loans.\u003c/p>\n\u003cp>Many of the drivers were counting on these medallions for their retirement. Now they’re driving to make the minimum payments on the loans. Some have taken on additional jobs just to keep from defaulting.\u003c/p>\n\u003cp>It is unclear what will happen for the drivers and their debt as this lawsuit unfolds. Oliver said he hopes that taking legal action will spur a conversation with the city on how to untangle this mess.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The San Francisco City Attorney’s Office won’t comment directly on the details of the lawsuit, but says it’s currently reviewing it.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>In 2010, San Francisco started selling taxi medallions to cab drivers. The city made millions of dollars. Today, the market for these taxi permits is in a shambles — the drivers who bought them are stuck with toxic assets, and the credit union that the city asked to finance loans for the medallions is suing for its losses.\u003c/p>\n\u003cp>A medallion is a permit to operate a taxi, and for years it was a surefire investment. Medallions were free and were awarded to taxi drivers based on seniority. Drivers would often wait over a decade to get one. And once they had a medallion, they could rent it out to make passive income when they weren’t driving. This was the de facto retirement plan for a cab driver, but it all started to change eight years ago.\u003c/p>\n\u003cp>In 2010, San Francisco was struggling to balance its budget. To make extra revenue, then-Mayor Gavin Newsom took a page from New York City’s playbook. \u003ca href=\"http://sanfrancisco.cbslocal.com/2017/12/18/san-francisco-taxi-medallions-center-financial-meltdown/\">He “monetized” the city’s medallions\u003c/a>. Newsom had the city start selling them for a fixed price of $250,000 apiece. \u003ca href=\"http://sfbgarchive.48hills.org/sfbgarchive/2009/01/16/newsoms-flip-flop-taxis/\">All this went back on a promise Newsom had made to keep the existing taxi medallion system in place.\u003c/a>\u003c/p>\n\u003cp>And $250,000 is a steep price for a cab driver. The city needed a lender to offer loans to drivers who wanted to purchase a medallion. But drivers are often immigrants with no credit history. Major banks weren’t interested in such high-risk lending. So, the city turned to its credit unions.\u003c/p>\n\u003cp>Jonathan Oliver is CEO of the San Francisco Federal Credit Union, one of three credit unions in the city. These credit unions fill a vital niche for the area.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“A lot of the programs we do in the city are things traditional banks won’t do,” Oliver said.\u003c/p>\n\u003cp>The San Francisco Federal Credit Union does things like finance small businesses and affordable housing projects. It also provides banking for minors. The credit union partnered with the city to offer medallion loans to drivers at a much-reduced interest rate: just 5 percent.\u003c/p>\n\u003cp>Oliver said the credit union should have been charging somewhere around 18 percent for these loans. But this was a program sanctioned by the city and intended to help local drivers. Oliver said city officials committed to San Francisco doing anything it could to ensure the medallion market, and by extension the taxi industry, remained viable. Oliver said that is the reason the credit union issued such low-rate loans.\u003c/p>\n\u003cp>At first the medallion market hummed along. The city sold approximately 700, and it made millions. But then San Francisco allowed Lyft and Uber to come operate in the city without medallions.\u003c/p>\n\u003cp>Medallions limit how many cabs can be on the road at one time. Because they weren’t made to abide by the permitting regulations, Lyft and Uber were able to flood the city’s streets with cars. They used their venture capital money to undercut taxi rates and \u003ca href=\"https://www.kqed.org/news/11651798\" target=\"_blank\" rel=\"noopener noreferrer\">eviscerate the industry\u003c/a>.\u003c/p>\n\u003cp>Taxi earnings plunged. Drivers started struggling just to make their loan payments. Around 100 taxi drivers have now defaulted, and the medallion market is totally frozen. Not a single one has sold in almost two years.\u003c/p>\n\u003cp>Oliver said the city has done virtually nothing to keep its promise.\u003c/p>\n\u003cp>“They’ve kinda put their head in the sand and said, ‘OK, well this situation is maybe going to fix itself or is just going to disappear,’ ” Oliver said.\u003c/p>\n\u003cp>So, the credit union is suing.\u003c/p>\n\u003cp>Oliver estimates the credit union’s losses from medallion loan defaults to be $28 million. City officials have told KQED that state law constrained how it could regulate Lyft and Uber. Both the credit union and drivers said the city could have done much more to prevent the taxi industry from being unfairly undercut, and the medallion market from being rapidly destroyed.\u003c/p>\n\u003cp>The drivers who bought medallions are now shackled with these toxic assets — worthless pieces of tin, as many drivers now refer to them. No one is buying the medallions. Even after all the changes in the industry, they are still fixed at $250,000, and drivers are on the hook for the loans.\u003c/p>\n\u003cp>Many of the drivers were counting on these medallions for their retirement. Now they’re driving to make the minimum payments on the loans. Some have taken on additional jobs just to keep from defaulting.\u003c/p>\n\u003cp>It is unclear what will happen for the drivers and their debt as this lawsuit unfolds. Oliver said he hopes that taking legal action will spur a conversation with the city on how to untangle this mess.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The San Francisco City Attorney’s Office won’t comment directly on the details of the lawsuit, but says it’s currently reviewing it.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Uber Won't Seek California Permit Renewal to Test Self-Driving Vehicles After Fatal Crash",
"title": "Uber Won't Seek California Permit Renewal to Test Self-Driving Vehicles After Fatal Crash",
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"content": "\u003cp>\u003cstrong>Updated at 9:10 a.m. ET Wednesday\u003c/strong>\u003c/p>\n\u003cp>The future of Uber's self-driving car program is likely nonexistent in California, at least for now.\u003c/p>\n\u003cp>The company announced it will not renew Uber's permit through the state's Department of Motor Vehicles to continue testing a fleet of autonomous-driving cars on California roads, following \u003ca href=\"https://www.npr.org/sections/thetwo-way/2018/03/19/594950197/uber-suspends-self-driving-tests-after-pedestrian-is-killed-in-arizona\" target=\"_blank\" rel=\"noopener\">last week's deadly crash\u003c/a> in Tempe, Arizona.\u003c/p>\n\u003cp>\"We decided to not reapply for a California DMV permit with the understanding that our self-driving vehicles would not operate on public roads in the immediate future,\" a spokesperson \u003ca href=\"https://www.theverge.com/2018/3/27/17170138/uber-self-driving-california-dmv-permit-renew\" target=\"_blank\" rel=\"noopener\">told \u003c/a>The Verge.\u003c/p>\n\u003cp>Uber \u003ca href=\"https://twitter.com/Uber_Comms/status/978440309053964288\" target=\"_blank\" rel=\"noopener\">voluntarily suspended\u003c/a> all of its self-driving programs in cities around the country. The current permit from the California DMV is set to expire on March 31, according to the Associated Press.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The DMV will soon begin evaluating permit applications for companies interested in launching self-piloted car tests, although the likelihood of approval appears to be slim.\u003c/p>\n\u003cp>\"The DMV is allowed to begin issuing driverless testing and/or deployment permits on April 2, but that doesn't mean a manufacturer will meet the requirements or if we will approve them,\" a DMV spokesperson told The Verge.\u003c/p>\n\u003cp>Also on Tuesday, chipmaker Nvidia Corp. announced it also will temporarily suspend self-driving tests, company spokesman Hector Marinez told NPR.\u003c/p>\n\u003cp>The company supplies the chips for Uber's autonomous cars and has five test cars of its own operating in California and New Jersey.\u003c/p>\n\u003cp>\"Although we developed our self-driving technology independently, as good engineering practice, we will wait to learn from Uber's incident. The entire industry will learn from this incident,\" Marinez said.\u003c/p>\n\u003cp>The change in Uber's strategy follows a decision hours earlier by Arizona Gov. Doug Ducey to suspend testing in that state, where the fatal accident happened.\u003c/p>\n\u003cp>The crash, which occurred late at night in the Phoenix suburb of Tempe, killed 49-year-old Elaine Herzberg as she was walking her bicycle across a dimly lit city street.\u003c/p>\n\u003cp>In a letter sent Monday to Uber CEO Dara Khosrowshahi, Ducey called the incident an \"unquestionable failure\" to meet public safety expectations.\u003c/p>\n\u003cp>https://twitter.com/Scarpinato/status/978639521137942533\u003c/p>\n\u003cp>The local police chief initially called the incident \"unavoidable,\" but sentiment quickly changed after the \u003ca href=\"https://www.npr.org/sections/thetwo-way/2018/03/21/595941015/police-in-arizona-release-dashcam-video-of-fatal-crash-involving-self-driving-ca\" target=\"_blank\" rel=\"noopener\">release of video of the crash\u003c/a>. The video, which depicts both internal and external views of the Uber vehicle, shows the car's safety driver looking down, away from the road, as a pedestrian suddenly emerges into the headlights.\u003c/p>\n\u003cp>The governor cited the video on Monday in both his letter and tweets about the crash.\u003c/p>\n\u003cp>\"I found the video to be disturbing and alarming, and it raises many questions about the ability of Uber to continue testing in Arizona,\" Ducey wrote in the letter.\u003c/p>\n\u003cp>https://twitter.com/dougducey/status/978636729983778817\u003c/p>\n\u003cp>He acknowledged \u003ca href=\"https://www.ntsb.gov/news/press-releases/Pages/NR20180320.aspx\" target=\"_blank\" rel=\"noopener\">ongoing investigations\u003c/a> by the National Transportation Safety Board and the National Highway Traffic Safety Administration but said Arizona \"must take action now.\"\u003c/p>\n\u003cp>It is unclear how exactly the Uber suspension will be enforced. Unlike California, Arizona does not have a permitting system for autonomous vehicles. An \u003ca href=\"https://azgovernor.gov/sites/default/files/related-docs/eo2018-04_1.pdf\" target=\"_blank\" rel=\"noopener\">executive order\u003c/a> signed by Ducey earlier this month requires only that testers submit a statement to state regulators attesting to their vehicles' safety. The order did note, however, that \"nothing in this order establishes a right to operate an autonomous vehicle in Arizona.\"\u003c/p>\n\u003cp>According to a state Department of Transportation spokesperson, the suspension applies only to Uber. Arizona will continue to allow other companies to test autonomous vehicles.\u003c/p>\n\u003cp>Nonetheless, the announcement is a swift reversal for a state once called the \u003ca href=\"https://www.npr.org/sections/thetwo-way/2018/03/20/595115055/arizona-governor-helped-make-state-wild-west-for-driverless-cars\" target=\"_blank\" rel=\"noopener\">\"Wild West\" of self-driving cars\u003c/a>. In 2016, Ducey welcomed Uber with \"open arms and wide open roads\" as the company sought alternatives to California's regulatory environment.\u003c/p>\n\u003cp>https://twitter.com/NTSB_Newsroom/status/976215176323194880\u003c/p>\n\u003cp>For its part, Uber says it will continue to cooperate with investigators. A spokesperson for the company told NPR that federal investigators have the vehicle, along with data from its onboard cameras and sensors. The spokesperson stressed Uber's \"proactive\" steps in suspending testing after the crash, not only in Arizona but in all other test cities — Pittsburgh, San Francisco and Toronto.\u003c/p>\n\u003cp>But the accident comes as yet another controversy for a company trying to \u003ca href=\"https://www.reuters.com/article/us-uber-grab-breakingviews/breakingviews-uber-races-towards-ipo-with-southeast-asian-deal-idUSKBN1H208Y\" target=\"_blank\" rel=\"noopener\">position itself\u003c/a> for a public stock offering. The past year has seen Uber struggle through a \u003ca href=\"https://www.bloomberg.com/news/features/2018-01-18/the-fall-of-travis-kalanick-was-a-lot-weirder-and-darker-than-you-thought\" target=\"_blank\" rel=\"noopener\">leadership crisis\u003c/a>, a \u003ca href=\"https://www.npr.org/sections/thetwo-way/2017/11/21/565857184/uber-data-on-57-million-people-stolen-in-massive-hack\" target=\"_blank\" rel=\"noopener\">massive data breach\u003c/a>, a \u003ca href=\"https://www.npr.org/sections/thetwo-way/2017/06/06/531806891/uber-fires-20-employees-after-sexual-harassment-claim-investigation\" target=\"_blank\" rel=\"noopener\">sexual harassment scandal\u003c/a>, and a \u003ca href=\"https://www.npr.org/2018/02/05/583367084/battle-over-self-driving-cars-goes-to-court-in-case-between-googles-waymo-and-ub\" target=\"_blank\" rel=\"noopener\">high-profile trial\u003c/a> ending in \u003ca href=\"https://www.npr.org/sections/thetwo-way/2018/02/09/584522541/uber-googles-waymo-settle-case-over-trade-secrets-for-self-driving-cars\" target=\"_blank\" rel=\"noopener\">substantial concessions\u003c/a> to its competitor, Google subsidiary Waymo.\u003c/p>\n\u003cp>The Uber spokesperson says the company is unable to comment on details of the crash. Last week, Uber's CEO \u003ca href=\"https://twitter.com/dkhos/status/975778435455995905\" target=\"_blank\" rel=\"noopener\">tweeted\u003c/a> that \"we're thinking of the victim's family.\"\u003c/p>\n\u003cp>In a separate incident, the National Transportation Safety Board launched an investigation Tuesday into the fatal crash of a Tesla car equipped with a self-driving system. The vehicle struck a highway barrier, caught fire, and was later hit by another in Northern California.\u003c/p>\n\u003cp>\u003cem>The Mercury News\u003c/em> \u003ca href=\"https://www.mercurynews.com/2018/03/26/driver-identified-in-fatal-tesla-crash-on-highway-101/\" target=\"_blank\" rel=\"noopener\">reported\u003c/a> the driver died in a hospital Friday, the day of the crash.\u003c/p>\n\u003cp>It is unclear if the autonomous driving system, called Autopilot, was controlling the vehicle.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Copyright 2018 NPR. To see more, visit http://www.npr.org/.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>Updated at 9:10 a.m. ET Wednesday\u003c/strong>\u003c/p>\n\u003cp>The future of Uber's self-driving car program is likely nonexistent in California, at least for now.\u003c/p>\n\u003cp>The company announced it will not renew Uber's permit through the state's Department of Motor Vehicles to continue testing a fleet of autonomous-driving cars on California roads, following \u003ca href=\"https://www.npr.org/sections/thetwo-way/2018/03/19/594950197/uber-suspends-self-driving-tests-after-pedestrian-is-killed-in-arizona\" target=\"_blank\" rel=\"noopener\">last week's deadly crash\u003c/a> in Tempe, Arizona.\u003c/p>\n\u003cp>\"We decided to not reapply for a California DMV permit with the understanding that our self-driving vehicles would not operate on public roads in the immediate future,\" a spokesperson \u003ca href=\"https://www.theverge.com/2018/3/27/17170138/uber-self-driving-california-dmv-permit-renew\" target=\"_blank\" rel=\"noopener\">told \u003c/a>The Verge.\u003c/p>\n\u003cp>Uber \u003ca href=\"https://twitter.com/Uber_Comms/status/978440309053964288\" target=\"_blank\" rel=\"noopener\">voluntarily suspended\u003c/a> all of its self-driving programs in cities around the country. The current permit from the California DMV is set to expire on March 31, according to the Associated Press.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The DMV will soon begin evaluating permit applications for companies interested in launching self-piloted car tests, although the likelihood of approval appears to be slim.\u003c/p>\n\u003cp>\"The DMV is allowed to begin issuing driverless testing and/or deployment permits on April 2, but that doesn't mean a manufacturer will meet the requirements or if we will approve them,\" a DMV spokesperson told The Verge.\u003c/p>\n\u003cp>Also on Tuesday, chipmaker Nvidia Corp. announced it also will temporarily suspend self-driving tests, company spokesman Hector Marinez told NPR.\u003c/p>\n\u003cp>The company supplies the chips for Uber's autonomous cars and has five test cars of its own operating in California and New Jersey.\u003c/p>\n\u003cp>\"Although we developed our self-driving technology independently, as good engineering practice, we will wait to learn from Uber's incident. The entire industry will learn from this incident,\" Marinez said.\u003c/p>\n\u003cp>The change in Uber's strategy follows a decision hours earlier by Arizona Gov. Doug Ducey to suspend testing in that state, where the fatal accident happened.\u003c/p>\n\u003cp>The crash, which occurred late at night in the Phoenix suburb of Tempe, killed 49-year-old Elaine Herzberg as she was walking her bicycle across a dimly lit city street.\u003c/p>\n\u003cp>In a letter sent Monday to Uber CEO Dara Khosrowshahi, Ducey called the incident an \"unquestionable failure\" to meet public safety expectations.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>The local police chief initially called the incident \"unavoidable,\" but sentiment quickly changed after the \u003ca href=\"https://www.npr.org/sections/thetwo-way/2018/03/21/595941015/police-in-arizona-release-dashcam-video-of-fatal-crash-involving-self-driving-ca\" target=\"_blank\" rel=\"noopener\">release of video of the crash\u003c/a>. The video, which depicts both internal and external views of the Uber vehicle, shows the car's safety driver looking down, away from the road, as a pedestrian suddenly emerges into the headlights.\u003c/p>\n\u003cp>The governor cited the video on Monday in both his letter and tweets about the crash.\u003c/p>\n\u003cp>\"I found the video to be disturbing and alarming, and it raises many questions about the ability of Uber to continue testing in Arizona,\" Ducey wrote in the letter.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>He acknowledged \u003ca href=\"https://www.ntsb.gov/news/press-releases/Pages/NR20180320.aspx\" target=\"_blank\" rel=\"noopener\">ongoing investigations\u003c/a> by the National Transportation Safety Board and the National Highway Traffic Safety Administration but said Arizona \"must take action now.\"\u003c/p>\n\u003cp>It is unclear how exactly the Uber suspension will be enforced. Unlike California, Arizona does not have a permitting system for autonomous vehicles. An \u003ca href=\"https://azgovernor.gov/sites/default/files/related-docs/eo2018-04_1.pdf\" target=\"_blank\" rel=\"noopener\">executive order\u003c/a> signed by Ducey earlier this month requires only that testers submit a statement to state regulators attesting to their vehicles' safety. The order did note, however, that \"nothing in this order establishes a right to operate an autonomous vehicle in Arizona.\"\u003c/p>\n\u003cp>According to a state Department of Transportation spokesperson, the suspension applies only to Uber. Arizona will continue to allow other companies to test autonomous vehicles.\u003c/p>\n\u003cp>Nonetheless, the announcement is a swift reversal for a state once called the \u003ca href=\"https://www.npr.org/sections/thetwo-way/2018/03/20/595115055/arizona-governor-helped-make-state-wild-west-for-driverless-cars\" target=\"_blank\" rel=\"noopener\">\"Wild West\" of self-driving cars\u003c/a>. In 2016, Ducey welcomed Uber with \"open arms and wide open roads\" as the company sought alternatives to California's regulatory environment.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>For its part, Uber says it will continue to cooperate with investigators. A spokesperson for the company told NPR that federal investigators have the vehicle, along with data from its onboard cameras and sensors. The spokesperson stressed Uber's \"proactive\" steps in suspending testing after the crash, not only in Arizona but in all other test cities — Pittsburgh, San Francisco and Toronto.\u003c/p>\n\u003cp>But the accident comes as yet another controversy for a company trying to \u003ca href=\"https://www.reuters.com/article/us-uber-grab-breakingviews/breakingviews-uber-races-towards-ipo-with-southeast-asian-deal-idUSKBN1H208Y\" target=\"_blank\" rel=\"noopener\">position itself\u003c/a> for a public stock offering. The past year has seen Uber struggle through a \u003ca href=\"https://www.bloomberg.com/news/features/2018-01-18/the-fall-of-travis-kalanick-was-a-lot-weirder-and-darker-than-you-thought\" target=\"_blank\" rel=\"noopener\">leadership crisis\u003c/a>, a \u003ca href=\"https://www.npr.org/sections/thetwo-way/2017/11/21/565857184/uber-data-on-57-million-people-stolen-in-massive-hack\" target=\"_blank\" rel=\"noopener\">massive data breach\u003c/a>, a \u003ca href=\"https://www.npr.org/sections/thetwo-way/2017/06/06/531806891/uber-fires-20-employees-after-sexual-harassment-claim-investigation\" target=\"_blank\" rel=\"noopener\">sexual harassment scandal\u003c/a>, and a \u003ca href=\"https://www.npr.org/2018/02/05/583367084/battle-over-self-driving-cars-goes-to-court-in-case-between-googles-waymo-and-ub\" target=\"_blank\" rel=\"noopener\">high-profile trial\u003c/a> ending in \u003ca href=\"https://www.npr.org/sections/thetwo-way/2018/02/09/584522541/uber-googles-waymo-settle-case-over-trade-secrets-for-self-driving-cars\" target=\"_blank\" rel=\"noopener\">substantial concessions\u003c/a> to its competitor, Google subsidiary Waymo.\u003c/p>\n\u003cp>The Uber spokesperson says the company is unable to comment on details of the crash. Last week, Uber's CEO \u003ca href=\"https://twitter.com/dkhos/status/975778435455995905\" target=\"_blank\" rel=\"noopener\">tweeted\u003c/a> that \"we're thinking of the victim's family.\"\u003c/p>\n\u003cp>In a separate incident, the National Transportation Safety Board launched an investigation Tuesday into the fatal crash of a Tesla car equipped with a self-driving system. The vehicle struck a highway barrier, caught fire, and was later hit by another in Northern California.\u003c/p>\n\u003cp>\u003cem>The Mercury News\u003c/em> \u003ca href=\"https://www.mercurynews.com/2018/03/26/driver-identified-in-fatal-tesla-crash-on-highway-101/\" target=\"_blank\" rel=\"noopener\">reported\u003c/a> the driver died in a hospital Friday, the day of the crash.\u003c/p>\n\u003cp>It is unclear if the autonomous driving system, called Autopilot, was controlling the vehicle.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Copyright 2018 NPR. To see more, visit http://www.npr.org/.\u003c/p>\n\n\u003c/div>\u003c/p>",
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