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"content": "\u003cp>Apple Inc. is investing $1 billion in Didi Chuxing, China's most popular ride-hailing app.\u003c/p>\n\u003cp>It's a striking foray into the Chinese market — where Apple has recently faced strategic challenges — and a possible hint as to Apple's continued interest in the world of transportation. The company has \u003ca href=\"http://www.npr.org/2015/02/21/387906258/apple-must-think-different-on-cars-or-join-ranks-of-failed-new-brands\">widely been rumored\u003c/a> to be working on self-driving cars.\u003c/p>\n\u003cp>Didi Chuxing, previously known as Didi Kuaidi, is a major competitor of Uber, which is \u003ca href=\"https://www.theguardian.com/technology/2016/feb/18/uber-ceo-company-losing-1-billion-a-year-compete-in-china\">spending big\u003c/a> to try to break into China.\u003c/p>\n\u003cp>By investing in the company, Apple joins Web giants Alibaba Group (an e-commerce company) and Tencent Holdings (a game and entertainment service), Didi Chuxing said in \u003ca href=\"http://www.prnewswire.com/news-releases/didi-chuxing-announces-progress-in-current-fundraising-round-300268199.html#continue-jump\">its announcement Friday\u003c/a>. But Apple's investment is the single biggest infusion of cash in the company.\u003c/p>\n\u003cp>The ride-hailing company says it has 300 million customers in 400 cities, and claims to hold \"over 87 percent market share in private car-hailing and over 99 percent market share in taxi-hailing.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cstrong>'A Chance To Learn More' About China\u003c/strong>\u003c/p>\n\u003cp>Apple has hit some trouble in the Chinese market recently.\u003c/p>\n\u003cp>Last month, \u003ca href=\"http://www.npr.org/sections/thetwo-way/2016/04/22/475240876/apple-s-movies-and-books-services-are-closed-in-china\">as we reported on the Two-Way\u003c/a>, China shut down Apple's movie and book stores on iTunes — after they'd been open only for about six months.\u003c/p>\n\u003cp>And in general, Apple is vulnerable to changes of heart in China, as NPR's Aarti Shahani \u003ca href=\"http://www.npr.org/2016/04/29/476203963/apples-lousy-week-could-signal-times-of-trouble-for-tech-giant\">reported two weeks ago\u003c/a>. That's one reason billionaire investor Carl Icahn dropped his shares in Apple, Shahani said:\u003c/p>\n\u003cp>\"Apple is really dependent on China. It's the second-largest market after the U.S., and Icahn says the Chinese government could suddenly change its mind, close the doors and make it very difficult for Apple to sell there,\" she explained.\u003c/p>\n\u003cp>Meanwhile, lower sales in China contributed to Apple's first revenue drop in more than a decade.\u003c/p>\n\u003cp>Apple CEO Tim Cook \u003ca href=\"http://www.reuters.com/article/us-apple-china-idUSKCN0Y404W\">told Reuters\u003c/a> that the company saw the investment in Didi Chuxing as \"a chance to learn more about certain segments of the China market,\" as well as an opportunity to make a profit.\u003c/p>\n\u003cp>And analyst Ben Bajarin told the wire service that the move is also an investment in Apple's relationship with the Chinese government. Here's Reuters again:\u003c/p>\n\u003cblockquote>\u003cp>\" 'This is as much about sending signals about their seriousness in that country as it is about helping Didi build a ride-sharing platform,' [Bajarin] said.\u003c/p>\n\u003cp>\"Didi Chuxing is a poster child for Chinese technology, a critical sector in Beijing's goal to shift the economy toward higher-value services.\u003c/p>\n\u003cp>\"Didi Chuxing executives have met with some of China's top leaders, including President Xi Jinping last December.\"\u003c/p>\u003c/blockquote>\n\u003cp>Another industry expert, Mark Natkin, \u003ca href=\"http://www.nytimes.com/2016/05/14/technology/apple-uber-didi-chuxing.html?_r=0\">tells the New York Times\u003c/a> that \"making a sizable investment in a leading Chinese I.T. company will buy [Apple] a lot of good will.\"\u003c/p>\n\u003cp>Cook will be heading to China later this month on a high-profile visit.\u003c/p>\n\u003cp>\u003cstrong>What's Driving An Investment In Ride-Hailing?\u003c/strong>\u003c/p>\n\u003cp>Meanwhile, other industry-watchers were struck by the fact that the investment — the largest Apple has made \u003ca href=\"http://www.wsj.com/articles/apple-invests-1-billion-in-didi-ubers-rival-in-china-1463106590\">since acquiring Beats Electronics in 2014\u003c/a> — was in a ride-hailing app.\u003c/p>\n\u003cp>Apple's potential interest in the transportation sector, particularly in self-driving cars, has been the topic of \u003ca href=\"http://www.npr.org/2015/02/21/387906258/apple-must-think-different-on-cars-or-join-ranks-of-failed-new-brands\">many rumors\u003c/a>.\u003c/p>\n\u003cp>\u003ca href=\"http://www.latimes.com/business/la-fi-apple-china-didi-20160512-snap-story.html\">The Los Angeles Times\u003c/a> reports on potential connections to cutting a deal with Didi Chuxing:\u003c/p>\n\u003cblockquote>\u003cp>\"Chinese analysts also speculate that Apple might be interested in tapping Didi's massive trove of data on ride-hailing and car usage to inform Apple's own development of a high-tech, self-driving car, which has long been rumored. Map services are another conceivable area of cooperation.\"\u003c/p>\u003c/blockquote>\n\u003cp>Cook told Reuters that, for now, when it comes to the car business, Apple was focused on the CarPlay system for linking smartphones to car dashboards.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"We will have to see what the future holds,\" he told the wire service.\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2016 NPR. To see more, visit http://www.npr.org/.\u003cimg src=\"http://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=Apple+Invests+%241+Billion+In+Chinese+Ride-Hailing+App&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Apple Inc. is investing $1 billion in Didi Chuxing, China's most popular ride-hailing app.\u003c/p>\n\u003cp>It's a striking foray into the Chinese market — where Apple has recently faced strategic challenges — and a possible hint as to Apple's continued interest in the world of transportation. The company has \u003ca href=\"http://www.npr.org/2015/02/21/387906258/apple-must-think-different-on-cars-or-join-ranks-of-failed-new-brands\">widely been rumored\u003c/a> to be working on self-driving cars.\u003c/p>\n\u003cp>Didi Chuxing, previously known as Didi Kuaidi, is a major competitor of Uber, which is \u003ca href=\"https://www.theguardian.com/technology/2016/feb/18/uber-ceo-company-losing-1-billion-a-year-compete-in-china\">spending big\u003c/a> to try to break into China.\u003c/p>\n\u003cp>By investing in the company, Apple joins Web giants Alibaba Group (an e-commerce company) and Tencent Holdings (a game and entertainment service), Didi Chuxing said in \u003ca href=\"http://www.prnewswire.com/news-releases/didi-chuxing-announces-progress-in-current-fundraising-round-300268199.html#continue-jump\">its announcement Friday\u003c/a>. But Apple's investment is the single biggest infusion of cash in the company.\u003c/p>\n\u003cp>The ride-hailing company says it has 300 million customers in 400 cities, and claims to hold \"over 87 percent market share in private car-hailing and over 99 percent market share in taxi-hailing.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>'A Chance To Learn More' About China\u003c/strong>\u003c/p>\n\u003cp>Apple has hit some trouble in the Chinese market recently.\u003c/p>\n\u003cp>Last month, \u003ca href=\"http://www.npr.org/sections/thetwo-way/2016/04/22/475240876/apple-s-movies-and-books-services-are-closed-in-china\">as we reported on the Two-Way\u003c/a>, China shut down Apple's movie and book stores on iTunes — after they'd been open only for about six months.\u003c/p>\n\u003cp>And in general, Apple is vulnerable to changes of heart in China, as NPR's Aarti Shahani \u003ca href=\"http://www.npr.org/2016/04/29/476203963/apples-lousy-week-could-signal-times-of-trouble-for-tech-giant\">reported two weeks ago\u003c/a>. That's one reason billionaire investor Carl Icahn dropped his shares in Apple, Shahani said:\u003c/p>\n\u003cp>\"Apple is really dependent on China. It's the second-largest market after the U.S., and Icahn says the Chinese government could suddenly change its mind, close the doors and make it very difficult for Apple to sell there,\" she explained.\u003c/p>\n\u003cp>Meanwhile, lower sales in China contributed to Apple's first revenue drop in more than a decade.\u003c/p>\n\u003cp>Apple CEO Tim Cook \u003ca href=\"http://www.reuters.com/article/us-apple-china-idUSKCN0Y404W\">told Reuters\u003c/a> that the company saw the investment in Didi Chuxing as \"a chance to learn more about certain segments of the China market,\" as well as an opportunity to make a profit.\u003c/p>\n\u003cp>And analyst Ben Bajarin told the wire service that the move is also an investment in Apple's relationship with the Chinese government. Here's Reuters again:\u003c/p>\n\u003cblockquote>\u003cp>\" 'This is as much about sending signals about their seriousness in that country as it is about helping Didi build a ride-sharing platform,' [Bajarin] said.\u003c/p>\n\u003cp>\"Didi Chuxing is a poster child for Chinese technology, a critical sector in Beijing's goal to shift the economy toward higher-value services.\u003c/p>\n\u003cp>\"Didi Chuxing executives have met with some of China's top leaders, including President Xi Jinping last December.\"\u003c/p>\u003c/blockquote>\n\u003cp>Another industry expert, Mark Natkin, \u003ca href=\"http://www.nytimes.com/2016/05/14/technology/apple-uber-didi-chuxing.html?_r=0\">tells the New York Times\u003c/a> that \"making a sizable investment in a leading Chinese I.T. company will buy [Apple] a lot of good will.\"\u003c/p>\n\u003cp>Cook will be heading to China later this month on a high-profile visit.\u003c/p>\n\u003cp>\u003cstrong>What's Driving An Investment In Ride-Hailing?\u003c/strong>\u003c/p>\n\u003cp>Meanwhile, other industry-watchers were struck by the fact that the investment — the largest Apple has made \u003ca href=\"http://www.wsj.com/articles/apple-invests-1-billion-in-didi-ubers-rival-in-china-1463106590\">since acquiring Beats Electronics in 2014\u003c/a> — was in a ride-hailing app.\u003c/p>\n\u003cp>Apple's potential interest in the transportation sector, particularly in self-driving cars, has been the topic of \u003ca href=\"http://www.npr.org/2015/02/21/387906258/apple-must-think-different-on-cars-or-join-ranks-of-failed-new-brands\">many rumors\u003c/a>.\u003c/p>\n\u003cp>\u003ca href=\"http://www.latimes.com/business/la-fi-apple-china-didi-20160512-snap-story.html\">The Los Angeles Times\u003c/a> reports on potential connections to cutting a deal with Didi Chuxing:\u003c/p>\n\u003cblockquote>\u003cp>\"Chinese analysts also speculate that Apple might be interested in tapping Didi's massive trove of data on ride-hailing and car usage to inform Apple's own development of a high-tech, self-driving car, which has long been rumored. Map services are another conceivable area of cooperation.\"\u003c/p>\u003c/blockquote>\n\u003cp>Cook told Reuters that, for now, when it comes to the car business, Apple was focused on the CarPlay system for linking smartphones to car dashboards.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"We will have to see what the future holds,\" he told the wire service.\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2016 NPR. To see more, visit http://www.npr.org/.\u003cimg src=\"http://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=Apple+Invests+%241+Billion+In+Chinese+Ride-Hailing+App&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>After voters in Austin, Texas, rejected a proposal for loosened regulations on ride-hailing apps, both Uber and Lyft have announced they will be \"pausing\" operations in the city.\u003c/p>\n\u003cp>In \u003ca href=\"https://www.texastribune.org/2015/12/17/austin-city-council-approves-new-uber-regs-uber-th/\">late 2015\u003c/a>, Austin's City Council approved an ordinance requiring companies like Uber and Lyft to be regulated like taxis. That meant, among other things, drivers would have to be fingerprinted as part of a background check.\u003c/p>\n\u003cp>Uber and Lyft, in response, pushed a ballot proposal asking voters to choose between that city ordinance and a looser statewide law.\u003c/p>\n\u003cp>NPR's John Burnett reports that the two companies spent $8 million to promote their stance on Proposal 1 — a record for Austin ballot proposals. \"Despite spending what amounted to $200 on each vote in their favor, Uber and Lyft lost by 44 to 56,\" John says.\u003c/p>\n\u003cp>[contextly_sidebar id=\"m0ygEs1Qdoa7pi7suX6F1UATxhtGfiFU\"]\u003c/p>\n\u003cp>Before the vote on Saturday, Uber and Lyft had threatened to pull out of Austin, a market John describes as \"lucrative.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Since the decision, both companies have said they intend to follow through on their threats, Austin-based member station KUT \u003ca href=\"http://kut.org/post/proposition-1-ride-hailing-measure-soundly-defeated\">reports.\u003c/a>\u003c/p>\n\u003cp>Lyft told KUT they \"want to stay in the city,\" but Austin's rules \"don't allow true ridesharing to operate.\"\u003c/p>\n\u003cp>\"Because of this, we have to take a stand for a long-term path forward that lets ridesharing continue to grow across the country, and will pause operations in Austin on Monday, May 9th,\" Lyft said.\u003c/p>\n\u003cp>\"Disappointment does not begin to describe how we feel about shutting down operations in Austin,\" said Uber's Austin general manager, Chris Nakutis, KUT reports.\u003c/p>\n\u003cp>Austin Councilmember Ann Kitchen, who spearheaded the effort to increase regulation of ride-hailing companies, told KUT that nobody wants Uber and Lyft to withdraw from Austin.\u003c/p>\n\u003cp>\"We're not asking them to leave,\" she said. \"The voters have spoken and they want these requirements.\"\u003c/p>\n\u003cp>Last year, Uber and Lyft withdrew from San Antonio over a similar requirement that drivers be fingerprinted. The companies \u003ca href=\"http://www.mysanantonio.com/news/local/article/Uber-returning-to-San-Antonio-immediately-6568842.php\">returned months later\u003c/a> under a program that made fingerprinting voluntary.\u003c/p>\n\u003cp>Meanwhile, Houston also has rules requiring drivers for ride-hailing apps to be fingerprinted. Uber has \u003ca href=\"https://newsroom.uber.com/us-texas/moving-houston-forward/\">previously threatened\u003c/a> to withdraw from Houston over that ordinance. According to \u003ca href=\"http://houston.culturemap.com/news/city-life/04-27-16-uber-sues-houston-over-fingerprints-mayor-says-city-will-not-compromise-on-public-safety/\">Culturemap Houston\u003c/a>, the city's mayor, Sylvester Turner, responded, \"If it comes down to public safety on one hand and Uber staying on the other, I don't think it is even close.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Chicago, Atlanta and Los Angeles are considering similar regulations on ride-hailing apps, The Associated Press reports. \u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2016 NPR. To see more, visit http://www.npr.org/.\u003cimg src=\"http://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=Uber%2C+Lyft+Vow+To+Stop+Driving+In+Austin+After+Voters+Keep+Regulations&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>After voters in Austin, Texas, rejected a proposal for loosened regulations on ride-hailing apps, both Uber and Lyft have announced they will be \"pausing\" operations in the city.\u003c/p>\n\u003cp>In \u003ca href=\"https://www.texastribune.org/2015/12/17/austin-city-council-approves-new-uber-regs-uber-th/\">late 2015\u003c/a>, Austin's City Council approved an ordinance requiring companies like Uber and Lyft to be regulated like taxis. That meant, among other things, drivers would have to be fingerprinted as part of a background check.\u003c/p>\n\u003cp>Uber and Lyft, in response, pushed a ballot proposal asking voters to choose between that city ordinance and a looser statewide law.\u003c/p>\n\u003cp>NPR's John Burnett reports that the two companies spent $8 million to promote their stance on Proposal 1 — a record for Austin ballot proposals. \"Despite spending what amounted to $200 on each vote in their favor, Uber and Lyft lost by 44 to 56,\" John says.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>Before the vote on Saturday, Uber and Lyft had threatened to pull out of Austin, a market John describes as \"lucrative.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Since the decision, both companies have said they intend to follow through on their threats, Austin-based member station KUT \u003ca href=\"http://kut.org/post/proposition-1-ride-hailing-measure-soundly-defeated\">reports.\u003c/a>\u003c/p>\n\u003cp>Lyft told KUT they \"want to stay in the city,\" but Austin's rules \"don't allow true ridesharing to operate.\"\u003c/p>\n\u003cp>\"Because of this, we have to take a stand for a long-term path forward that lets ridesharing continue to grow across the country, and will pause operations in Austin on Monday, May 9th,\" Lyft said.\u003c/p>\n\u003cp>\"Disappointment does not begin to describe how we feel about shutting down operations in Austin,\" said Uber's Austin general manager, Chris Nakutis, KUT reports.\u003c/p>\n\u003cp>Austin Councilmember Ann Kitchen, who spearheaded the effort to increase regulation of ride-hailing companies, told KUT that nobody wants Uber and Lyft to withdraw from Austin.\u003c/p>\n\u003cp>\"We're not asking them to leave,\" she said. \"The voters have spoken and they want these requirements.\"\u003c/p>\n\u003cp>Last year, Uber and Lyft withdrew from San Antonio over a similar requirement that drivers be fingerprinted. The companies \u003ca href=\"http://www.mysanantonio.com/news/local/article/Uber-returning-to-San-Antonio-immediately-6568842.php\">returned months later\u003c/a> under a program that made fingerprinting voluntary.\u003c/p>\n\u003cp>Meanwhile, Houston also has rules requiring drivers for ride-hailing apps to be fingerprinted. Uber has \u003ca href=\"https://newsroom.uber.com/us-texas/moving-houston-forward/\">previously threatened\u003c/a> to withdraw from Houston over that ordinance. According to \u003ca href=\"http://houston.culturemap.com/news/city-life/04-27-16-uber-sues-houston-over-fingerprints-mayor-says-city-will-not-compromise-on-public-safety/\">Culturemap Houston\u003c/a>, the city's mayor, Sylvester Turner, responded, \"If it comes down to public safety on one hand and Uber staying on the other, I don't think it is even close.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Chicago, Atlanta and Los Angeles are considering similar regulations on ride-hailing apps, The Associated Press reports. \u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2016 NPR. To see more, visit http://www.npr.org/.\u003cimg src=\"http://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=Uber%2C+Lyft+Vow+To+Stop+Driving+In+Austin+After+Voters+Keep+Regulations&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Uber Could End Surge Pricing, a Key Part of Drivers' Earnings",
"title": "Uber Could End Surge Pricing, a Key Part of Drivers' Earnings",
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"content": "\u003cp>\u003cem>Updated at 11:36 a.m. PDT with an editor's note at \u003ca href=\"#editorsnote\">the end of the story\u003c/a>.\u003c/em>\u003c/p>\n\u003cp>Sometimes you call an Uber, and what you thought would be an $8 ride is going to be two, three, even four times more — the result of greater demand brought on by a blizzard, or a baseball game. Whatever the reason, surge pricing is not fun.\u003c/p>\n\u003cp>Those price spikes are there for a reason: to persuade more drivers to get in their cars at times of peak demand and pick up riders. But Uber says it's working on something that could end surge pricing. The move likely will be great for riders, but not for drivers.\u003c/p>\n\u003cp>\u003cstrong>Hunting for the Surge\u003c/strong>\u003c/p>\n\u003cp>Many on-demand drivers plan their days around surge rates; Nathan Sapp is one of them. He's sitting in his garage in Columbus, Indiana, a little after midnight, \"trying not to wake up the family,\" he says. His wife and three kids are asleep, but he just got back home from driving for Uber.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Sapp showed NPR pay stubs for a recent three-month period. On average, he is in his car and logged into his Uber app — either driving passengers or waiting to get one — 42.4 hours per week.\u003c/p>\n\u003cp>Like many drivers, he's got a system in place for finding surges: He talks to fraternity and sorority members at the campus of Indiana University, over in Bloomington.\u003c/p>\n\u003cp>\"I definitely keep up with the news regarding events in town,\" he says. \"They could be business meetings, conventions. They could be specific sporting events.\"\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe src=\"http://www.npr.org/player/embed/476513775/476559549\" width=\"100%\" height=\"290\" frameborder=\"0\" scrolling=\"no\" title=\"NPR embedded audio player\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>Surge is Uber's solution when passenger demand outstrips driver supply: Inform customers that their ride is going to cost more — maybe way more — then pick up those who agree and accept the loss of the ones who don't.\u003c/p>\n\u003cp>Drivers want surge pricing, though the system for getting it isn't foolproof. Sapp doesn't know in advance where any one fare will take him. He recalls one time he planned his day around a big Bernie Sanders event, \"but not 20 minutes prior to the start of the speech, I got a trip that took me 60 miles away.\"\u003c/p>\n\u003cp>He ended up working in a completely different, slower city that night. To be clear, though, Sapp isn't complaining. He knows unpredictable trips are part of the deal.\u003c/p>\n\u003cp>In the three months of stubs he provided, surge fares were about a quarter of his total take-home pay, boosting his income by nearly $700 a month. That's money to fix his car, pay insurance, take the family out. A day at the museum, for example, costs $100.\u003c/p>\n\u003cp>\"That might not be a lot of money to some people, but for us $100 is $100,\" Sapp says.\u003c/p>\n\u003cp>Uber driver David Thrasher, who works primarily in Atlanta, puts it more bluntly: \"Surge is absolutely make or break. If there was no surge, ever, I wouldn't be able to afford doing this at all.\"\u003c/p>\n\u003cp>Thrasher also showed NPR months of pay stubs. When there's not much surge fare, he makes about $11 an hour. When he gets many surge rides, his weekly earnings go up to more like $16 or $17 an hour, on average.\u003c/p>\n\u003cp>\"That's pretty good,\" he says.\u003c/p>\n\u003cp>\u003cstrong>Automate It\u003c/strong>\u003c/p>\n\u003cp>While drivers see surge as a key feature of the job — and Uber advertises it as such to them — inside the company surge pricing is considered a market failure, a problem to be solved.\u003c/p>\n\u003cp>\"That's where machine learning comes in. That's where the next generation comes in,\" says Jeff Schneider, engineering lead at \u003ca href=\"https://www.uberatc.com/\">Uber Advanced Technologies Center\u003c/a>. \"Because now we can look at all this data, and we can start to make predictions.\"\u003c/p>\n\u003cp>Schneider grants an onstage interview at a Silicon Valley insider conference called \u003ca href=\"http://www.structuredata.com/data-2016/schedule/\">Structure Data\u003c/a>. It is a well-known fact that, in the long term, Uber is working on self-driving cars with no need for human drivers. In the shorter term, killing surge rates is at the top of Schneider's list of priorities.\u003c/p>\n\u003cp>Think of it this way: When a Beyoncé concert lets out, it's a no-brainer that there's a ton of demand. Drivers know that. What's harder, Schneider explains, \"is to find those Tuesday nights when it's not even raining and for some reason there's demand — and to know that's coming. That's machine learning.\"\u003c/p>\n\u003cp>With enough of the right data inputs, computer algorithms can do the research that driver Nathan Sapp already does — only better, \"so the surge pricing never even has to happen,\" Schneider says.\u003c/p>\n\u003cp>Drivers would be informed of the extra demand. \"And I think that's one of the really cool things that machine learning's doing for Uber right now,\" Schneider says.\u003c/p>\n\u003cp>By \"right now,\" he means he's on it. UberEATS, the company's food delivery service, is already using machine learning to anticipate how many people will call for lunch in a given area.\u003c/p>\n\u003cp>Uber hasn't released an exact timeline for the end of surge, and it's not clear if the company plans to make an announcement or just phase it out so that riders lose the unpleasant 400 percent price increase without ticking off drivers.\u003c/p>\n\u003cp>\u003cstrong>Wage Fluctuations the Norm\u003c/strong>\u003c/p>\n\u003cp>Sapp can't say he's surprised when I break the news to him, given the company's nonstop recruitment efforts. More drivers mean less surge pricing brought on by excess demand.\u003c/p>\n\u003cp>\"I get what seems like five to 10 notices every week to invite my friends and family to drive for Uber,\" he says.\u003c/p>\n\u003cp>Uber is competitive because of price: On average, Uber rides are about two-thirds the cost of a taxicab ride, according to data compiled by Certify. And there's a culture — a norm — of changing the rates for drivers regularly. Sapp says he gets a notice every few months telling him the new rates in his area.\u003c/p>\n\u003cp>\"There's no conversation about it,\" he says. \"The end.\"\u003c/p>\n\u003cp>As part of a \u003ca href=\"http://www.npr.org/2016/04/22/475228363/uber-settles-2-lawsuits-over-whether-drivers-are-employees-or-contractors\">recent class-action settlement\u003c/a>, Uber plans to start letting drivers collect tips. It could be that the income lost from surge is replaced by passengers voluntarily giving a bit more.\u003c/p>\n\u003cp>Thrasher says it'll take more than tips — that the company will need to raise the base fare for drivers.\u003c/p>\n\u003cp>\"If they took away surge and kept the base fare as it is, nobody could survive doing it,\" he says.\u003c/p>\n\u003cp>\u003cstrong>Editor's Note:\u003c/strong> Since this story ran, media outlets including \u003ca href=\"http://www.marketwatch.com/story/uber-isnt-killing-surge-pricing-2016-05-03#:rbu8j8FhDpV64Q\" target=\"_blank\">MarketWatch\u003c/a> and \u003ca href=\"http://techcrunch.com/2016/05/03/uber-denies-plans-to-kill-surge-pricing-in-us/?ncid=rss\" target=\"_blank\">TechCrunch\u003c/a> have raised questions about its accuracy, citing a statement from Uber.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>NPR's reporting is based on an on-the-record public conversation with Jeff Schneider, a leading technologist at the Uber Advanced Technology Center. You can watch here. In it, Schneider says surge pricing is a market failure and a problem his team is working to solve:\u003cbr>\n\u003cstrong>\u003cbr>\nSchneider:\u003c/strong> And so the idea is if you can predict that demand, you get that information out there -- and you get that supply there ready for the demand so the surge pricing never even has to happen. And I think that's one of the really cool things that machine learning's doing for Uber right now.\u003cbr>\n\u003cstrong>Shahani:\u003c/strong> So just note, Jeff from Uber is saying that machine learning will solve the problem and get rid of surge pricing.\u003cbr>\n\u003cstrong>Schneider: \u003c/strong>There we go!\u003cbr>\n\u003cstrong>Shahani:\u003c/strong> There we go, promise to customers.\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2016 NPR. To see more, visit http://www.npr.org/.\u003cimg src=\"http://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=Uber+Plans+To+Kill+Surge+Pricing%2C+Though+Drivers+Say+It+Makes+Job+Worth+It&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated at 11:36 a.m. PDT with an editor's note at \u003ca href=\"#editorsnote\">the end of the story\u003c/a>.\u003c/em>\u003c/p>\n\u003cp>Sometimes you call an Uber, and what you thought would be an $8 ride is going to be two, three, even four times more — the result of greater demand brought on by a blizzard, or a baseball game. Whatever the reason, surge pricing is not fun.\u003c/p>\n\u003cp>Those price spikes are there for a reason: to persuade more drivers to get in their cars at times of peak demand and pick up riders. But Uber says it's working on something that could end surge pricing. The move likely will be great for riders, but not for drivers.\u003c/p>\n\u003cp>\u003cstrong>Hunting for the Surge\u003c/strong>\u003c/p>\n\u003cp>Many on-demand drivers plan their days around surge rates; Nathan Sapp is one of them. He's sitting in his garage in Columbus, Indiana, a little after midnight, \"trying not to wake up the family,\" he says. His wife and three kids are asleep, but he just got back home from driving for Uber.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Sapp showed NPR pay stubs for a recent three-month period. On average, he is in his car and logged into his Uber app — either driving passengers or waiting to get one — 42.4 hours per week.\u003c/p>\n\u003cp>Like many drivers, he's got a system in place for finding surges: He talks to fraternity and sorority members at the campus of Indiana University, over in Bloomington.\u003c/p>\n\u003cp>\"I definitely keep up with the news regarding events in town,\" he says. \"They could be business meetings, conventions. They could be specific sporting events.\"\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe src=\"http://www.npr.org/player/embed/476513775/476559549\" width=\"100%\" height=\"290\" frameborder=\"0\" scrolling=\"no\" title=\"NPR embedded audio player\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>Surge is Uber's solution when passenger demand outstrips driver supply: Inform customers that their ride is going to cost more — maybe way more — then pick up those who agree and accept the loss of the ones who don't.\u003c/p>\n\u003cp>Drivers want surge pricing, though the system for getting it isn't foolproof. Sapp doesn't know in advance where any one fare will take him. He recalls one time he planned his day around a big Bernie Sanders event, \"but not 20 minutes prior to the start of the speech, I got a trip that took me 60 miles away.\"\u003c/p>\n\u003cp>He ended up working in a completely different, slower city that night. To be clear, though, Sapp isn't complaining. He knows unpredictable trips are part of the deal.\u003c/p>\n\u003cp>In the three months of stubs he provided, surge fares were about a quarter of his total take-home pay, boosting his income by nearly $700 a month. That's money to fix his car, pay insurance, take the family out. A day at the museum, for example, costs $100.\u003c/p>\n\u003cp>\"That might not be a lot of money to some people, but for us $100 is $100,\" Sapp says.\u003c/p>\n\u003cp>Uber driver David Thrasher, who works primarily in Atlanta, puts it more bluntly: \"Surge is absolutely make or break. If there was no surge, ever, I wouldn't be able to afford doing this at all.\"\u003c/p>\n\u003cp>Thrasher also showed NPR months of pay stubs. When there's not much surge fare, he makes about $11 an hour. When he gets many surge rides, his weekly earnings go up to more like $16 or $17 an hour, on average.\u003c/p>\n\u003cp>\"That's pretty good,\" he says.\u003c/p>\n\u003cp>\u003cstrong>Automate It\u003c/strong>\u003c/p>\n\u003cp>While drivers see surge as a key feature of the job — and Uber advertises it as such to them — inside the company surge pricing is considered a market failure, a problem to be solved.\u003c/p>\n\u003cp>\"That's where machine learning comes in. That's where the next generation comes in,\" says Jeff Schneider, engineering lead at \u003ca href=\"https://www.uberatc.com/\">Uber Advanced Technologies Center\u003c/a>. \"Because now we can look at all this data, and we can start to make predictions.\"\u003c/p>\n\u003cp>Schneider grants an onstage interview at a Silicon Valley insider conference called \u003ca href=\"http://www.structuredata.com/data-2016/schedule/\">Structure Data\u003c/a>. It is a well-known fact that, in the long term, Uber is working on self-driving cars with no need for human drivers. In the shorter term, killing surge rates is at the top of Schneider's list of priorities.\u003c/p>\n\u003cp>Think of it this way: When a Beyoncé concert lets out, it's a no-brainer that there's a ton of demand. Drivers know that. What's harder, Schneider explains, \"is to find those Tuesday nights when it's not even raining and for some reason there's demand — and to know that's coming. That's machine learning.\"\u003c/p>\n\u003cp>With enough of the right data inputs, computer algorithms can do the research that driver Nathan Sapp already does — only better, \"so the surge pricing never even has to happen,\" Schneider says.\u003c/p>\n\u003cp>Drivers would be informed of the extra demand. \"And I think that's one of the really cool things that machine learning's doing for Uber right now,\" Schneider says.\u003c/p>\n\u003cp>By \"right now,\" he means he's on it. UberEATS, the company's food delivery service, is already using machine learning to anticipate how many people will call for lunch in a given area.\u003c/p>\n\u003cp>Uber hasn't released an exact timeline for the end of surge, and it's not clear if the company plans to make an announcement or just phase it out so that riders lose the unpleasant 400 percent price increase without ticking off drivers.\u003c/p>\n\u003cp>\u003cstrong>Wage Fluctuations the Norm\u003c/strong>\u003c/p>\n\u003cp>Sapp can't say he's surprised when I break the news to him, given the company's nonstop recruitment efforts. More drivers mean less surge pricing brought on by excess demand.\u003c/p>\n\u003cp>\"I get what seems like five to 10 notices every week to invite my friends and family to drive for Uber,\" he says.\u003c/p>\n\u003cp>Uber is competitive because of price: On average, Uber rides are about two-thirds the cost of a taxicab ride, according to data compiled by Certify. And there's a culture — a norm — of changing the rates for drivers regularly. Sapp says he gets a notice every few months telling him the new rates in his area.\u003c/p>\n\u003cp>\"There's no conversation about it,\" he says. \"The end.\"\u003c/p>\n\u003cp>As part of a \u003ca href=\"http://www.npr.org/2016/04/22/475228363/uber-settles-2-lawsuits-over-whether-drivers-are-employees-or-contractors\">recent class-action settlement\u003c/a>, Uber plans to start letting drivers collect tips. It could be that the income lost from surge is replaced by passengers voluntarily giving a bit more.\u003c/p>\n\u003cp>Thrasher says it'll take more than tips — that the company will need to raise the base fare for drivers.\u003c/p>\n\u003cp>\"If they took away surge and kept the base fare as it is, nobody could survive doing it,\" he says.\u003c/p>\n\u003cp>\u003cstrong>Editor's Note:\u003c/strong> Since this story ran, media outlets including \u003ca href=\"http://www.marketwatch.com/story/uber-isnt-killing-surge-pricing-2016-05-03#:rbu8j8FhDpV64Q\" target=\"_blank\">MarketWatch\u003c/a> and \u003ca href=\"http://techcrunch.com/2016/05/03/uber-denies-plans-to-kill-surge-pricing-in-us/?ncid=rss\" target=\"_blank\">TechCrunch\u003c/a> have raised questions about its accuracy, citing a statement from Uber.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>NPR's reporting is based on an on-the-record public conversation with Jeff Schneider, a leading technologist at the Uber Advanced Technology Center. You can watch here. In it, Schneider says surge pricing is a market failure and a problem his team is working to solve:\u003cbr>\n\u003cstrong>\u003cbr>\nSchneider:\u003c/strong> And so the idea is if you can predict that demand, you get that information out there -- and you get that supply there ready for the demand so the surge pricing never even has to happen. And I think that's one of the really cool things that machine learning's doing for Uber right now.\u003cbr>\n\u003cstrong>Shahani:\u003c/strong> So just note, Jeff from Uber is saying that machine learning will solve the problem and get rid of surge pricing.\u003cbr>\n\u003cstrong>Schneider: \u003c/strong>There we go!\u003cbr>\n\u003cstrong>Shahani:\u003c/strong> There we go, promise to customers.\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2016 NPR. To see more, visit http://www.npr.org/.\u003cimg src=\"http://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=Uber+Plans+To+Kill+Surge+Pricing%2C+Though+Drivers+Say+It+Makes+Job+Worth+It&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003cem>We want to hear from Uber drivers how much they made in a recent week. Drivers, it's information you can see on the app, when you review your weekly ride summary. Send us a screen shot — email \u003ca href=\"mailto:tech@npr.org\">tech@npr.org\u003c/a> — and tell us how we can reach you.\u003c/em>\u003c/p>\n\u003cp>Uber is waiting for a federal judge to approve a \u003ca href=\"http://www.npr.org/sections/thetwo-way/2016/04/22/475210901/uber-settles-two-lawsuits-wont-have-to-treat-drivers-as-employees\" target=\"_blank\">major legal settlemen\u003c/a>t, reached on two cases brought in California and Massachusetts. It would require the ride-hailing company to pay up to $100 million to drivers and, in exchange, continue to treat the drivers as independent contractors, not employees.\u003c/p>\n\u003cp>As contractors, drivers will keep getting paid for hours worked with no benefits. We've heard \u003ca href=\"http://www.npr.org/2016/04/22/475311890/uber-reaches-tentative-settlement-with-drivers-in-class-action-suits\" target=\"_blank\">mixed reviews\u003c/a> from drivers in California.\u003c/p>\n\u003cp>\u003cstrong>But here's what we want to know: How much do Uber drivers make, \u003cem>really\u003c/em>?\u003c/strong>\u003c/p>\n\u003cp>When Uber wants to fill a city with drivers — say for the Super Bowl or New Year's Eve — the company advertises $35 (!) an hour. And in some very limited circumstances, the company even guarantees that rate.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>For the most part, drivers are not making $35 an hour. Are they making minimum wage? There aren't reliable numbers or surveys that can help us analyze driver wages. Uber has released data on driver sentiment — for instance, how many people like being their own boss — but not on income and expenses.\u003c/p>\n\u003cp>Where the information does exist is right on the drivers' app. Uber drivers get a really easy-to-read weekly breakdown: how many hours they worked, how much they took home for it.\u003c/p>\n\u003cp>\u003cstrong>Send us a screen shot of a recent week.\u003c/strong>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>If you're an Uber driver (Uber passengers, you can share this with the driver) — email the screen shot to us at \u003ca href=\"mailto:tech@npr.org\">tech@npr.org\u003c/a> and let us know how we can reach you.\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2016 NPR. To see more, visit http://www.npr.org/.\u003cimg src=\"http://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=How+Much+Money+Do+Uber+Drivers+Really+Make%3F+Send+Us+Your+Screenshots&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>We want to hear from Uber drivers how much they made in a recent week. Drivers, it's information you can see on the app, when you review your weekly ride summary. Send us a screen shot — email \u003ca href=\"mailto:tech@npr.org\">tech@npr.org\u003c/a> — and tell us how we can reach you.\u003c/em>\u003c/p>\n\u003cp>Uber is waiting for a federal judge to approve a \u003ca href=\"http://www.npr.org/sections/thetwo-way/2016/04/22/475210901/uber-settles-two-lawsuits-wont-have-to-treat-drivers-as-employees\" target=\"_blank\">major legal settlemen\u003c/a>t, reached on two cases brought in California and Massachusetts. It would require the ride-hailing company to pay up to $100 million to drivers and, in exchange, continue to treat the drivers as independent contractors, not employees.\u003c/p>\n\u003cp>As contractors, drivers will keep getting paid for hours worked with no benefits. We've heard \u003ca href=\"http://www.npr.org/2016/04/22/475311890/uber-reaches-tentative-settlement-with-drivers-in-class-action-suits\" target=\"_blank\">mixed reviews\u003c/a> from drivers in California.\u003c/p>\n\u003cp>\u003cstrong>But here's what we want to know: How much do Uber drivers make, \u003cem>really\u003c/em>?\u003c/strong>\u003c/p>\n\u003cp>When Uber wants to fill a city with drivers — say for the Super Bowl or New Year's Eve — the company advertises $35 (!) an hour. And in some very limited circumstances, the company even guarantees that rate.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>For the most part, drivers are not making $35 an hour. Are they making minimum wage? There aren't reliable numbers or surveys that can help us analyze driver wages. Uber has released data on driver sentiment — for instance, how many people like being their own boss — but not on income and expenses.\u003c/p>\n\u003cp>Where the information does exist is right on the drivers' app. Uber drivers get a really easy-to-read weekly breakdown: how many hours they worked, how much they took home for it.\u003c/p>\n\u003cp>\u003cstrong>Send us a screen shot of a recent week.\u003c/strong>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>If you're an Uber driver (Uber passengers, you can share this with the driver) — email the screen shot to us at \u003ca href=\"mailto:tech@npr.org\">tech@npr.org\u003c/a> and let us know how we can reach you.\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2016 NPR. To see more, visit http://www.npr.org/.\u003cimg src=\"http://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=How+Much+Money+Do+Uber+Drivers+Really+Make%3F+Send+Us+Your+Screenshots&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Uber has reached a tentative settlement in two sprawling class-action federal lawsuits brought by drivers in California and Massachusetts for as much as $100 million, agreeing to make \"significant changes\" that the drivers' attorney says will result in improved work lives.\u003c/p>\n\u003cp>Boston-based labor attorney Shannon Liss-Riordan, who represents the drivers, called the settlement historic. The lawsuits hinged on whether drivers were misclassified as independent contractors, instead of employees.\u003c/p>\n\u003cp>In \u003ca href=\"https://newsroom.uber.com/growing-and-growing-up/\" target=\"_blank\">a blog post\u003c/a> titled \"Growing and growing up,\" Uber CEO Travis Kalanick announced the settlement and admitted the company hasn't \"always done a good job working with drivers.\"\u003c/p>\n\u003cp>[soundcloud url=\"https://api.soundcloud.com/tracks/260446315\" params=\"color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false\" width=\"100%\" height=\"166\" iframe=\"true\" /]\u003c/p>\n\u003cp>Under the terms, drivers will remain independent contractors -- a big win for Uber, if the settlement stands -- but can no longer be dismissed at will. As the motion for settlement filed Thursday (and \u003ca href=\"#ubersettlement\">embedded below\u003c/a>) explains:\u003c/p>\n\u003cblockquote>\u003cp>\"Uber will only be able to deactivate drivers from the Uber platform for sufficient cause, and drivers will be provided with at least two warnings prior to many types of deactivations, a written explanation of the reasons for any deactivation, and an appeals process overseen by fellow drivers for certain types of deactivations. Should a driver not be satisfied with the result of the appeals process, the driver may arbitrate her claim at Uber’s expense.\"\u003c/p>\u003c/blockquote>\n\u003cp>\"We have heard many complaints from drivers about being deactivated without good cause and frustrations about pay issues that they have not been able to get addressed by Uber management,\" Liss-Riordan said in a written statement.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Kalanick announced that Uber was publishing a new deactivation policy in multiple languages.\u003c/p>\n\u003cp>\"As we’ve grown we’ve gotten a lot right, but certainly not everything,\" Kalanick wrote. \"This new deactivation policy is an important step forward when it comes to working with drivers.\"\u003c/p>\n\u003cp>Uber has also agreed to fund and oversee the formation of a driver association which will have leaders elected by Uber drivers \"who will engage in good faith discussions about issues of concerns to drivers,\" according to Liss-Riordan.\u003c/p>\n\u003cp>Uber will also make it clear to riders, Liss-Riordan wrote, that tips aren't part of the fares but \"would be appreciated.\"\u003c/p>\n\u003cp>The San Francisco case had been set to go to trial in June, but plaintiffs faced a number of risks, according to Liss-Riordan, including that a jury in the city \"where Uber is everywhere and quite popular\" may not side with drivers.\u003c/p>\n\u003cp>\"If we had not settled, there were some serious risks that all we have fought for -- and have achieved -- could be taken away,\" she wrote.\u003c/p>\n\u003cp>Uber agreed to pay $84 million, and another $16 million if Uber goes public and its December 2015 valuation increases by one-and-a-half times within a year of the IPO.\u003c/p>\n\u003cp>The settlement covers approximately 385,000 drivers in California and Massachusetts. Drivers who have the most miles driven with passengers would receive the largest settlement amounts, Liss-Riordan wrote. Depending on how many drivers participate in the settlement, court documents say, some California drivers could get as much as $8,000.\u003c/p>\n\u003cp>The agreement, reached with an arbitrator over three days in March and April, must still be approved by U.S. District Court Judge Edward Chen. A hearing is set for June 2 in San Francisco federal court.\u003c/p>\n\u003cp>Both suits had the potential to shatter Uber's business model because recognizing drivers as employees would have substantially increased the company's costs.\u003c/p>\n\u003cp>A San Francisco-based federal judge \u003ca href=\"http://www.reuters.com/article/us-classaction-lyft-idUSKCN0X42MN\" target=\"_blank\">rejected a similar settlement\u003c/a> involving Uber competitor Lyft earlier this month, ruling that the settlement \"short-changed\" drivers.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003ca id=\"ubersettlement\">\u003c/a>\u003cbr>\n[scribd id=310035754 key=key-q3kuCSQpRHUonB8NeeJy mode=scroll]\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Uber has reached a tentative settlement in two sprawling class-action federal lawsuits brought by drivers in California and Massachusetts for as much as $100 million, agreeing to make \"significant changes\" that the drivers' attorney says will result in improved work lives.\u003c/p>\n\u003cp>Boston-based labor attorney Shannon Liss-Riordan, who represents the drivers, called the settlement historic. The lawsuits hinged on whether drivers were misclassified as independent contractors, instead of employees.\u003c/p>\n\u003cp>In \u003ca href=\"https://newsroom.uber.com/growing-and-growing-up/\" target=\"_blank\">a blog post\u003c/a> titled \"Growing and growing up,\" Uber CEO Travis Kalanick announced the settlement and admitted the company hasn't \"always done a good job working with drivers.\"\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cdiv class='utils-parseShortcode-shortcodes-__shortcodes__shortcodeWrapper'>\n \u003ciframe width='100%' height='166'\n scrolling='no' frameborder='no'\n src='https://w.soundcloud.com/player/?url=https://api.soundcloud.com/tracks/260446315&visual=true&color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false'\n title='https://api.soundcloud.com/tracks/260446315'>\n \u003c/iframe>\n \u003c/div>\u003c/p>\u003cp>\u003c/p>\n\u003cp>Under the terms, drivers will remain independent contractors -- a big win for Uber, if the settlement stands -- but can no longer be dismissed at will. As the motion for settlement filed Thursday (and \u003ca href=\"#ubersettlement\">embedded below\u003c/a>) explains:\u003c/p>\n\u003cblockquote>\u003cp>\"Uber will only be able to deactivate drivers from the Uber platform for sufficient cause, and drivers will be provided with at least two warnings prior to many types of deactivations, a written explanation of the reasons for any deactivation, and an appeals process overseen by fellow drivers for certain types of deactivations. Should a driver not be satisfied with the result of the appeals process, the driver may arbitrate her claim at Uber’s expense.\"\u003c/p>\u003c/blockquote>\n\u003cp>\"We have heard many complaints from drivers about being deactivated without good cause and frustrations about pay issues that they have not been able to get addressed by Uber management,\" Liss-Riordan said in a written statement.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Kalanick announced that Uber was publishing a new deactivation policy in multiple languages.\u003c/p>\n\u003cp>\"As we’ve grown we’ve gotten a lot right, but certainly not everything,\" Kalanick wrote. \"This new deactivation policy is an important step forward when it comes to working with drivers.\"\u003c/p>\n\u003cp>Uber has also agreed to fund and oversee the formation of a driver association which will have leaders elected by Uber drivers \"who will engage in good faith discussions about issues of concerns to drivers,\" according to Liss-Riordan.\u003c/p>\n\u003cp>Uber will also make it clear to riders, Liss-Riordan wrote, that tips aren't part of the fares but \"would be appreciated.\"\u003c/p>\n\u003cp>The San Francisco case had been set to go to trial in June, but plaintiffs faced a number of risks, according to Liss-Riordan, including that a jury in the city \"where Uber is everywhere and quite popular\" may not side with drivers.\u003c/p>\n\u003cp>\"If we had not settled, there were some serious risks that all we have fought for -- and have achieved -- could be taken away,\" she wrote.\u003c/p>\n\u003cp>Uber agreed to pay $84 million, and another $16 million if Uber goes public and its December 2015 valuation increases by one-and-a-half times within a year of the IPO.\u003c/p>\n\u003cp>The settlement covers approximately 385,000 drivers in California and Massachusetts. Drivers who have the most miles driven with passengers would receive the largest settlement amounts, Liss-Riordan wrote. Depending on how many drivers participate in the settlement, court documents say, some California drivers could get as much as $8,000.\u003c/p>\n\u003cp>The agreement, reached with an arbitrator over three days in March and April, must still be approved by U.S. District Court Judge Edward Chen. A hearing is set for June 2 in San Francisco federal court.\u003c/p>\n\u003cp>Both suits had the potential to shatter Uber's business model because recognizing drivers as employees would have substantially increased the company's costs.\u003c/p>\n\u003cp>A San Francisco-based federal judge \u003ca href=\"http://www.reuters.com/article/us-classaction-lyft-idUSKCN0X42MN\" target=\"_blank\">rejected a similar settlement\u003c/a> involving Uber competitor Lyft earlier this month, ruling that the settlement \"short-changed\" drivers.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003ca id=\"ubersettlement\">\u003c/a>\u003cbr>\n\u003c/p>\u003cp>\u003ciframe\n class=\"scribd_iframe_embed\"\n src=\"//www.scribd.com/embeds/310035754/content?start_page=1&view_mode=&access_key=key-q3kuCSQpRHUonB8NeeJy\"\n title=\"http://www.scribd.com/doc/310035754\"\n data-auto-height=\"true\" scrolling=\"no\" id=\"scribd_310035754\"\n width=\"100%\" height=\"500\" frameborder=\"0\">\u003c/iframe>\n \u003ca class=\"utils-parseShortcode-shortcodes-__scribdShortcode__scribd_footer\"\n href=\"http://www.scribd.com/doc/310035754\"\n target=\"_blank\" rel=\"noopener noreferrer\">View this document on Scribd\u003c/a>\u003c/p>\u003cp>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "California Regulators Adopt Updated Rules for Ride Services",
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"content": "\u003cp>The California Public Utilities Commission adopted \u003ca href=\"http://ww2.kqed.org/news/2016/03/17/cpuc-regulators-still-hashing-out-more-rules-for-uber-and-lyft\" target=\"_blank\">an updated set of rules\u003c/a> for ride services Thursday but put off a decision on regulations that would have dealt a blow to some vehicle rental programs currently offered to Uber and Lyft drivers. \u003c/p>\n\u003cp>The updated rules strengthen some of the original regulations adopted by the commission in 2013, when California became the first state to regulate transportation network companies. They would tighten vehicle inspection requirements and mandate proof of commercial liability insurance. \u003c/p>\n\u003cp>The rules, approved on a 4-1 vote, give the CPUC's blessing to fare-splitting, allowing passengers who take ride services like UberPool and Lyft Line to share the cost of a trip to a common destination. \u003c/p>\n\u003cp>But it was this regulation, in particular, that sparked the only no vote on the new rules, with Commissioner Mike Florio questioning whether it's legal.\u003c/p>\n\u003cp>\"I think we'll have a lot of trouble justifying it in court,\" Florio told commissioners, calling the proposal \"a creative interpretation.\" \u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>He said the Legislature has determined \"that an individual fare is an individual fare and we cannot go with this approach.\" \u003c/p>\n\u003cp>But CPUC President Michael Picker said while the regulation may need further legal analysis, the commission needed to adopt a policy even though \"we're left not completely sure.\" \u003c/p>\n\u003cp>Uber and Lyft report that more than half of their rides in San Francisco are for their carpooling services. Regulators are requiring ride service companies to report within 60 days on how the services are affecting traffic injuries and impacting the environment. \u003c/p>\n\u003cp>At Commissioner Carla Peterman's request, the CPUC voted to continue studying the issue of whether Uber and Lyft drivers should be allowed to lease vehicles, and for how long. At question is the definition of a personal vehicle. \u003c/p>\n\u003cp>Under the proposal, drivers would have been able to lease vehicles, but only for periods longer than four months. Commissioner Liane Randolph explained that the proposal was meant, in part, to ensure proper vehicle inspections and that drivers' vehicles met all regulations.\u003c/p>\n\u003cp>Though Uber officials said the regulation wouldn't affect its long-term leasing program, XChange, it would have barred the company's short-term rentals through Enterprise Rent-A-Car. The rule would also have blocked Lyft's two short-term leasing programs, with General Motors and Evercar.\u003c/p>\n\u003cp>Some drivers testified at the meeting Thursday that the short-term rentals have been crucial at times when they weren't able to use their own vehicles or couldn't afford one. \u003c/p>\n\u003cp>Peterman said the CPUC received \"thousands of emails\" about the regulation -- many of them \"robo emails,\" she said -- but also hundreds of personal emails that were \"almost evenly split\" on whether to change the definition of personal vehicles to allow leased vehicles. Uber sent an email to drivers encouraging them to send messages opposing the regulation. \u003c/p>\n\u003cp>Even though the companies have tried to assure regulators that leased vehicles would be properly inspected and meet regulations, Peterman said: \"I don't feel that we have the assurances that that is true for everyone, nor necessarily the guidance to be clear about what the best practice is.\" \u003c/p>\n\u003cp>The commission plans to study the issue some more and make a decision in its next round of regulations. Both Uber and Lyft officials were pleased with the postponement. \u003c/p>\n\u003cp>\"These programs help people quickly and easily become a rideshare driver as a flexible way to make ends meet, and also help the state meet its environmental goals,\" said Lyft spokeswoman Chelsea Wilson. \"We look forward to continuing to work with the commission to ensure that modern transportation options like ridesharing can grow across the state.\" \u003c/p>\n\u003cp>CPUC officials also plan to consider in the next phase of regulations \u003ca href=\"http://ww2.kqed.org/news/2016/02/26/california-to-reconsider-fingerprint-checks-for-uber-lyft-drivers\" target=\"_blank\">whether to require fingerprint background checks\u003c/a> for drivers. Commissioner Liane Randolph \u003ca href=\"http://ww2.kqed.org/news/2016/03/25/state-regulators-deny-l-a-s-request-to-fingerprint-uber-lyft-drivers\" target=\"_blank\">recently declined a request\u003c/a> from Los Angeles officials to do a pilot fingerprint background check for ride service drivers operating in the city. \u003c/p>\n\u003cp>On Thursday, L.A. City Councilman Paul Krekorian sent a letter to the commission urging it to act quickly on the issue and reconsider the city's proposal.\u003c/p>\n\u003cp>\"No doubt, the commission will face tremendous pressure to omit fingerprint-based background checks again, or to further delay action on this important passenger and public safety concern,\" he wrote. \"Any such delay will only serve to increase the known risk to the public.\" \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Both Uber and Lyft oppose fingerprint background checks and say their own checks are sufficient to screen drivers. \u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The California Public Utilities Commission adopted \u003ca href=\"http://ww2.kqed.org/news/2016/03/17/cpuc-regulators-still-hashing-out-more-rules-for-uber-and-lyft\" target=\"_blank\">an updated set of rules\u003c/a> for ride services Thursday but put off a decision on regulations that would have dealt a blow to some vehicle rental programs currently offered to Uber and Lyft drivers. \u003c/p>\n\u003cp>The updated rules strengthen some of the original regulations adopted by the commission in 2013, when California became the first state to regulate transportation network companies. They would tighten vehicle inspection requirements and mandate proof of commercial liability insurance. \u003c/p>\n\u003cp>The rules, approved on a 4-1 vote, give the CPUC's blessing to fare-splitting, allowing passengers who take ride services like UberPool and Lyft Line to share the cost of a trip to a common destination. \u003c/p>\n\u003cp>But it was this regulation, in particular, that sparked the only no vote on the new rules, with Commissioner Mike Florio questioning whether it's legal.\u003c/p>\n\u003cp>\"I think we'll have a lot of trouble justifying it in court,\" Florio told commissioners, calling the proposal \"a creative interpretation.\" \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>He said the Legislature has determined \"that an individual fare is an individual fare and we cannot go with this approach.\" \u003c/p>\n\u003cp>But CPUC President Michael Picker said while the regulation may need further legal analysis, the commission needed to adopt a policy even though \"we're left not completely sure.\" \u003c/p>\n\u003cp>Uber and Lyft report that more than half of their rides in San Francisco are for their carpooling services. Regulators are requiring ride service companies to report within 60 days on how the services are affecting traffic injuries and impacting the environment. \u003c/p>\n\u003cp>At Commissioner Carla Peterman's request, the CPUC voted to continue studying the issue of whether Uber and Lyft drivers should be allowed to lease vehicles, and for how long. At question is the definition of a personal vehicle. \u003c/p>\n\u003cp>Under the proposal, drivers would have been able to lease vehicles, but only for periods longer than four months. Commissioner Liane Randolph explained that the proposal was meant, in part, to ensure proper vehicle inspections and that drivers' vehicles met all regulations.\u003c/p>\n\u003cp>Though Uber officials said the regulation wouldn't affect its long-term leasing program, XChange, it would have barred the company's short-term rentals through Enterprise Rent-A-Car. The rule would also have blocked Lyft's two short-term leasing programs, with General Motors and Evercar.\u003c/p>\n\u003cp>Some drivers testified at the meeting Thursday that the short-term rentals have been crucial at times when they weren't able to use their own vehicles or couldn't afford one. \u003c/p>\n\u003cp>Peterman said the CPUC received \"thousands of emails\" about the regulation -- many of them \"robo emails,\" she said -- but also hundreds of personal emails that were \"almost evenly split\" on whether to change the definition of personal vehicles to allow leased vehicles. Uber sent an email to drivers encouraging them to send messages opposing the regulation. \u003c/p>\n\u003cp>Even though the companies have tried to assure regulators that leased vehicles would be properly inspected and meet regulations, Peterman said: \"I don't feel that we have the assurances that that is true for everyone, nor necessarily the guidance to be clear about what the best practice is.\" \u003c/p>\n\u003cp>The commission plans to study the issue some more and make a decision in its next round of regulations. Both Uber and Lyft officials were pleased with the postponement. \u003c/p>\n\u003cp>\"These programs help people quickly and easily become a rideshare driver as a flexible way to make ends meet, and also help the state meet its environmental goals,\" said Lyft spokeswoman Chelsea Wilson. \"We look forward to continuing to work with the commission to ensure that modern transportation options like ridesharing can grow across the state.\" \u003c/p>\n\u003cp>CPUC officials also plan to consider in the next phase of regulations \u003ca href=\"http://ww2.kqed.org/news/2016/02/26/california-to-reconsider-fingerprint-checks-for-uber-lyft-drivers\" target=\"_blank\">whether to require fingerprint background checks\u003c/a> for drivers. Commissioner Liane Randolph \u003ca href=\"http://ww2.kqed.org/news/2016/03/25/state-regulators-deny-l-a-s-request-to-fingerprint-uber-lyft-drivers\" target=\"_blank\">recently declined a request\u003c/a> from Los Angeles officials to do a pilot fingerprint background check for ride service drivers operating in the city. \u003c/p>\n\u003cp>On Thursday, L.A. City Councilman Paul Krekorian sent a letter to the commission urging it to act quickly on the issue and reconsider the city's proposal.\u003c/p>\n\u003cp>\"No doubt, the commission will face tremendous pressure to omit fingerprint-based background checks again, or to further delay action on this important passenger and public safety concern,\" he wrote. \"Any such delay will only serve to increase the known risk to the public.\" \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Both Uber and Lyft oppose fingerprint background checks and say their own checks are sufficient to screen drivers. \u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>A bill to allow workers in the gig economy to organize and collectively bargain for benefits and workplace protections died in the California Legislature Thursday, a day after a diverse group of businesses voiced their opposition.\u003c/p>\n\u003cp>\u003ca href=\"http://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201520160AB1727\" target=\"_blank\">AB 1727\u003c/a>, by San Diego Assemblywoman Lorena Gonzalez, would give groups of independent contractors legal standing to negotiate agreements with \"hosting platforms\" -- ride-hailing companies or gig labor services like Thumbtack. \u003c/p>\n\u003cp>“I have no expectation that I’m getting this all the way through this year,\" Gonzalez said Wednesday. \"But we wanted to start a conversation.”\u003c/p>\n\u003cp>On Thursday morning, Gonzalez announced she's pulling the bill from its scheduled hearing before the Assembly Judiciary Committee.\u003c/p>\n\u003cp>\"Now that first impressions are out of the way and we have the attention of the labor and business communities, it's time for us to take the time this issue deserves to get this right,\" Gonzalez said in a statement.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cb>Diverse Business Opposition\u003c/b>\u003c/p>\n\u003cp>The bill’s first hearing, in the Assembly Committee on Labor and Employment on Wednesday, gave opponents a chance to voice their opposition.\u003c/p>\n\u003cp>Groups ranging from the Internet Association, which represents Uber, Lyft and Airbnb, to the Wine Institute, advocating for wineries and growers, spoke out against the bill and its definition of a hosting platform as “a facility for connecting people or entities seeking to hire people for work with people seeking to perform that work.”\u003c/p>\n\u003cp>“This isn’t just limited to the tech industry,” said Jennifer Barrera, with the California Chamber of Commerce. “This could impact a host of industries including health care, construction, agriculture -- across the board. So we are concerned with the scope of this bill and how many industries it would actually impact.”\u003c/p>\n\u003cp>[contextly_sidebar id=\"ZtwaEqjovYQW84Tv6o0fnhZnDz0deweo\"]\u003c/p>\n\u003cp>The chamber included the measure on its \u003ca href=\"http://advocacy.calchamber.com/policy/bill-tracking/job-killers/2016-job-killers/\" target=\"_blank\">yearly list\u003c/a> of “job-killer bills.”\u003c/p>\n\u003cp>Gonzalez responded that without the ability to negotiate for themselves, contract workers are forced to rely on the existing publicly funded social safety net.\u003c/p>\n\u003cp>“We have a growing work force with no protections,” she said. “If you have no rights, the safety net of taxes paid for by taxpayers of the state of California will have to come in and provide for that.”\u003c/p>\n\u003cp>The Assembly Labor committee agreed, approving the bill on a 5-1 vote.\u003c/p>\n\u003cp>\u003cb>Contract Status Still Undecided \u003c/b>\u003c/p>\n\u003cp>The bill did not attempt to define whether workers in the California's \"gig economy\" (a group which Gonzalez said includes between 1.5 and 2 million workers) are independent contractors or employees. That's the subject of an \u003ca href=\"http://ww2.kqed.org/news/2015/12/18/judge-orders-uber-to-limit-communication-with-drivers-in-lawsuit\" target=\"_blank\">ongoing class-action lawsuit\u003c/a> against Uber.\u003c/p>\n\u003cp>Drivers have brought a case in U.S District Court, arguing that the transportation network company wrongly classified them as independent contractors, instead of employees.\u003c/p>\n\u003cp>Earlier this year, Lyft paid $12.25 million to \u003ca href=\"http://www.mercurynews.com/crime-courts/ci_29440428/lyft-reaches-12-25-million-deal-drivers-employment\" target=\"_blank\">settle a similar case\u003c/a> that kept its drivers as independent contractors.\u003c/p>\n\u003cp>The industry group representing Uber and Lyft says AB 1727 still goes too far.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“Our number one, number two, and number three priority has to be ensuring that this economy stays robust and flourishing because it is providing so many benefits,” said Robert Callahan, a legislative advocate with the Internet Association. “Not only to the workers, but to consumers who are getting great quality and affordability and convenience. We just think this bill represents too big of a leap.”\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A bill to allow workers in the gig economy to organize and collectively bargain for benefits and workplace protections died in the California Legislature Thursday, a day after a diverse group of businesses voiced their opposition.\u003c/p>\n\u003cp>\u003ca href=\"http://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201520160AB1727\" target=\"_blank\">AB 1727\u003c/a>, by San Diego Assemblywoman Lorena Gonzalez, would give groups of independent contractors legal standing to negotiate agreements with \"hosting platforms\" -- ride-hailing companies or gig labor services like Thumbtack. \u003c/p>\n\u003cp>“I have no expectation that I’m getting this all the way through this year,\" Gonzalez said Wednesday. \"But we wanted to start a conversation.”\u003c/p>\n\u003cp>On Thursday morning, Gonzalez announced she's pulling the bill from its scheduled hearing before the Assembly Judiciary Committee.\u003c/p>\n\u003cp>\"Now that first impressions are out of the way and we have the attention of the labor and business communities, it's time for us to take the time this issue deserves to get this right,\" Gonzalez said in a statement.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cb>Diverse Business Opposition\u003c/b>\u003c/p>\n\u003cp>The bill’s first hearing, in the Assembly Committee on Labor and Employment on Wednesday, gave opponents a chance to voice their opposition.\u003c/p>\n\u003cp>Groups ranging from the Internet Association, which represents Uber, Lyft and Airbnb, to the Wine Institute, advocating for wineries and growers, spoke out against the bill and its definition of a hosting platform as “a facility for connecting people or entities seeking to hire people for work with people seeking to perform that work.”\u003c/p>\n\u003cp>“This isn’t just limited to the tech industry,” said Jennifer Barrera, with the California Chamber of Commerce. “This could impact a host of industries including health care, construction, agriculture -- across the board. So we are concerned with the scope of this bill and how many industries it would actually impact.”\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>The chamber included the measure on its \u003ca href=\"http://advocacy.calchamber.com/policy/bill-tracking/job-killers/2016-job-killers/\" target=\"_blank\">yearly list\u003c/a> of “job-killer bills.”\u003c/p>\n\u003cp>Gonzalez responded that without the ability to negotiate for themselves, contract workers are forced to rely on the existing publicly funded social safety net.\u003c/p>\n\u003cp>“We have a growing work force with no protections,” she said. “If you have no rights, the safety net of taxes paid for by taxpayers of the state of California will have to come in and provide for that.”\u003c/p>\n\u003cp>The Assembly Labor committee agreed, approving the bill on a 5-1 vote.\u003c/p>\n\u003cp>\u003cb>Contract Status Still Undecided \u003c/b>\u003c/p>\n\u003cp>The bill did not attempt to define whether workers in the California's \"gig economy\" (a group which Gonzalez said includes between 1.5 and 2 million workers) are independent contractors or employees. That's the subject of an \u003ca href=\"http://ww2.kqed.org/news/2015/12/18/judge-orders-uber-to-limit-communication-with-drivers-in-lawsuit\" target=\"_blank\">ongoing class-action lawsuit\u003c/a> against Uber.\u003c/p>\n\u003cp>Drivers have brought a case in U.S District Court, arguing that the transportation network company wrongly classified them as independent contractors, instead of employees.\u003c/p>\n\u003cp>Earlier this year, Lyft paid $12.25 million to \u003ca href=\"http://www.mercurynews.com/crime-courts/ci_29440428/lyft-reaches-12-25-million-deal-drivers-employment\" target=\"_blank\">settle a similar case\u003c/a> that kept its drivers as independent contractors.\u003c/p>\n\u003cp>The industry group representing Uber and Lyft says AB 1727 still goes too far.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“Our number one, number two, and number three priority has to be ensuring that this economy stays robust and flourishing because it is providing so many benefits,” said Robert Callahan, a legislative advocate with the Internet Association. “Not only to the workers, but to consumers who are getting great quality and affordability and convenience. We just think this bill represents too big of a leap.”\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Uber Forcing Democrats to Rethink Labor Rules",
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"headTitle": "The California Report | KQED News",
"content": "\u003cp>Organized labor has always counted on Democrats' support for issues like raising the minimum wage and paid sick leave. But in the new gig economy, run on apps for companies like \u003ca href=\"https://www.uber.com/?nav=c\" target=\"_blank\">Uber\u003c/a> and \u003ca href=\"https://www.taskrabbit.com/\" target=\"_blank\">TaskRabbit\u003c/a>, the very nature of work is changing. And the new tech-driven workplace could put some Democrats at odds with their friends in the labor movement.\u003c/p>\n\u003cp>Food service workers, janitors and other low-wage employees staged a protest recently across the street from the headquarters of the tech company Intel in Santa Clara.\u003c/p>\n\u003cp>It was a classic labor action over traditional issues, like wages, benefits and working conditions. The demonstration was organized by \u003ca href=\"http://siliconvalleyrising.org/\" target=\"_blank\">Silicon Valley Rising\u003c/a>. The group is trying to give low-wage workers here more clout and a bigger share of profits in the super successful innovation economy.\u003c/p>\n\u003cp>[soundcloud url=\"https://api.soundcloud.com/tracks/259868419\" params=\"color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false\" width=\"100%\" height=\"166\" iframe=\"true\" /]\u003c/p>\n\u003cp>Even though many of the demonstrators worked for a \u003cem>contractor\u003c/em> that runs Intel’s cafeteria, organizer Derecka Meherns is pushing Intel to allow these workers to organize a union. Meherns says tech companies like Intel have tremendous resources to influence this -- and a wide range of public policy issues affecting workers.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"They can put those resources into campaigns and an army of lobbyists that can walk the halls of every city hall, county, state governments -- it’s a resource working people don’t have,\" Meherns says.\u003c/p>\n\u003cp>But organized labor is hardly an underdog. Analysis by \u003ca href=\"http://maplight.org/\" target=\"_blank\">Maplight\u003c/a> shows that in the past two election cycles, unions gave state legislators nearly $6 million in political contributions -- that’s \u003cem>10 times\u003c/em> more than the largest tech firms here. But Doug Bloch, political director for the Teamsters union, sees the tech sector gaining influence in Sacramento.\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/04/Union_and_Tech_Donations_to_State_Legislators_From_2013_to_2016_Democrat_Republican_chartbuilder-1.png\" rel=\"attachment wp-att-10920898\">\u003cimg class=\"aligncenter size-medium wp-image-10920898\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/04/Union_and_Tech_Donations_to_State_Legislators_From_2013_to_2016_Democrat_Republican_chartbuilder-1-800x369.png\" alt=\"Union_and_Tech_Donations_to_State_Legislators_From_2013_to_2016_Democrat_Republican_chartbuilder (1)\" width=\"800\" height=\"369\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/04/Union_and_Tech_Donations_to_State_Legislators_From_2013_to_2016_Democrat_Republican_chartbuilder-1-800x369.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/04/Union_and_Tech_Donations_to_State_Legislators_From_2013_to_2016_Democrat_Republican_chartbuilder-1-400x184.png 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/04/Union_and_Tech_Donations_to_State_Legislators_From_2013_to_2016_Democrat_Republican_chartbuilder-1-1180x544.png 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/04/Union_and_Tech_Donations_to_State_Legislators_From_2013_to_2016_Democrat_Republican_chartbuilder-1-960x443.png 960w, https://ww2.kqed.org/app/uploads/sites/10/2016/04/Union_and_Tech_Donations_to_State_Legislators_From_2013_to_2016_Democrat_Republican_chartbuilder-1.png 1280w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003c/p>\n\u003cp>After an outcry over low wages and split shifts for drivers of shuttle buses for companies like Google and Apple, the Teamsters worked with those companies to join the union and raise their wages. But given the complexity of the new “gig economy” and the changing nature of work, Bloch wonders if Democrats will start wobbling on some issues labor cares about.\u003c/p>\n\u003cp>\"I think we have Democrats who are with us when it comes to bus drivers, food service workers and security officers,\" Bloch said. \"And when we go talk to them about supposed independent contractors driving for Uber, it’s a different story.\"\u003c/p>\n\u003cp>To some labor unions, Uber -- the transportation upstart that’s crushing the taxi industry -- is corporate enemy number one. They, and other app-based services like TaskRabbit, say they don’t have employees -- just contractors who set their own hours and get \"gigs\" via customers using apps.\u003c/p>\n\u003cp>But Teamsters lobbyist Barry Broad doesn’t buy the notion that these aren't employees. He goes so far as to compare them to African-American sharecroppers after the Civil War.\u003c/p>\n\u003cp>\"They’re working in a field,\" says Broad, sitting in his modest office near the state Capitol. \"The field is an urban area where people need rides. And Uber allows as many people into the field to pick crops, and Uber says this is how much you're getting per pound. They may not even be getting the minimum wage.\u003c/p>\n\u003cp>\"Frankly, their system is from our perspective perfectly designed for exploitation of low-wage workers.\"\u003c/p>\n\u003cp>This friction between labor and tech could create conflict for legislators, especially Democrats. Lt. Gov. Gavin Newsom says organized labor needs to be nimble. Sitting in his office in a SoMa San Francisco startup incubator, Newsom says \"the tech genie is out of the bottle and you can't stuff it back in.\"\u003c/p>\n\u003cp>\"Something big is happening and we’re going through this radical shift in real time, yet we have work rules and labor rules that have been inflexible that were designed for a world that no longer exists,\" Newsom said. The former San Francisco mayor has close ties to the tech industry, but is also considered a strong ally of labor. And he thinks unions will be making a mistake if they resist adapting to the changing workplace.\u003c/p>\n\u003cp>\"If the attitude is, 'No, we’re just going to deny it and everything is going to be fine,' labor and the middle class are in trouble. I'm rooting for labor.\"\u003c/p>\n\u003cp>Democratic Assemblywoman \u003ca href=\"http://asmdc.org/members/a80/\" target=\"_blank\">Lorena Gonzalez \u003c/a>from San Diego understands that the old workplace rules don’t always apply anymore. She’s sponsoring legislation that would extend rights and a safety net to workers in the gig economy -- without involvement from unions.\u003c/p>\n\u003cp>Her bill -- \u003ca href=\"http://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201520160AB1727\" target=\"_blank\">AB1727 \u003c/a>known as the \"California 1099 Self-Organizing Act\" -- will be heard in the Assembly Labor Committee later this month.\u003c/p>\n\u003cp>Carl Guardino of the \u003ca href=\"http://svlg.org/\" target=\"_blank\">Silicon Valley Leadership Group \u003c/a>says the time is right for this conversation about the gig economy, but he worries about stifling the innovation economy, or what he calls \"the goose that lays the golden egg in California.\"\u003c/p>\n\u003cp>\"Rather than imposing laws on people and companies, let’s sit down and try to figure out what’s best for all concerned,\" Guardino says.\u003c/p>\n\u003cp>As of now anyway, there’s not an app for finding common ground.\u003c/p>\n\u003cp>Search below to see how much companies and their employees donated to state legislators during the last two election cycles.\u003c/p>\n\u003cp>[techUnionDonations]\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Methodology: MapLight analysis of campaign contributions to the candidate-controlled committees associated with current members of the California Legislature during the 2013-2014 and 2015-2016 election cycles. Contributor figures are based on itemized records, aggregated by affiliate organization for political action committees. Totals include donations both from organizations and employees of those organizations. All numbers are based on latest data made available by the California secretary of state as of April 4, 2016.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Organized labor has always counted on Democrats' support for issues like raising the minimum wage and paid sick leave. But in the new gig economy, run on apps for companies like \u003ca href=\"https://www.uber.com/?nav=c\" target=\"_blank\">Uber\u003c/a> and \u003ca href=\"https://www.taskrabbit.com/\" target=\"_blank\">TaskRabbit\u003c/a>, the very nature of work is changing. And the new tech-driven workplace could put some Democrats at odds with their friends in the labor movement.\u003c/p>\n\u003cp>Food service workers, janitors and other low-wage employees staged a protest recently across the street from the headquarters of the tech company Intel in Santa Clara.\u003c/p>\n\u003cp>It was a classic labor action over traditional issues, like wages, benefits and working conditions. The demonstration was organized by \u003ca href=\"http://siliconvalleyrising.org/\" target=\"_blank\">Silicon Valley Rising\u003c/a>. The group is trying to give low-wage workers here more clout and a bigger share of profits in the super successful innovation economy.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cdiv class='utils-parseShortcode-shortcodes-__shortcodes__shortcodeWrapper'>\n \u003ciframe width='100%' height='166'\n scrolling='no' frameborder='no'\n src='https://w.soundcloud.com/player/?url=https://api.soundcloud.com/tracks/259868419&visual=true&color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false'\n title='https://api.soundcloud.com/tracks/259868419'>\n \u003c/iframe>\n \u003c/div>\u003c/p>\u003cp>\u003c/p>\n\u003cp>Even though many of the demonstrators worked for a \u003cem>contractor\u003c/em> that runs Intel’s cafeteria, organizer Derecka Meherns is pushing Intel to allow these workers to organize a union. Meherns says tech companies like Intel have tremendous resources to influence this -- and a wide range of public policy issues affecting workers.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"They can put those resources into campaigns and an army of lobbyists that can walk the halls of every city hall, county, state governments -- it’s a resource working people don’t have,\" Meherns says.\u003c/p>\n\u003cp>But organized labor is hardly an underdog. Analysis by \u003ca href=\"http://maplight.org/\" target=\"_blank\">Maplight\u003c/a> shows that in the past two election cycles, unions gave state legislators nearly $6 million in political contributions -- that’s \u003cem>10 times\u003c/em> more than the largest tech firms here. But Doug Bloch, political director for the Teamsters union, sees the tech sector gaining influence in Sacramento.\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/04/Union_and_Tech_Donations_to_State_Legislators_From_2013_to_2016_Democrat_Republican_chartbuilder-1.png\" rel=\"attachment wp-att-10920898\">\u003cimg class=\"aligncenter size-medium wp-image-10920898\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/04/Union_and_Tech_Donations_to_State_Legislators_From_2013_to_2016_Democrat_Republican_chartbuilder-1-800x369.png\" alt=\"Union_and_Tech_Donations_to_State_Legislators_From_2013_to_2016_Democrat_Republican_chartbuilder (1)\" width=\"800\" height=\"369\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/04/Union_and_Tech_Donations_to_State_Legislators_From_2013_to_2016_Democrat_Republican_chartbuilder-1-800x369.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/04/Union_and_Tech_Donations_to_State_Legislators_From_2013_to_2016_Democrat_Republican_chartbuilder-1-400x184.png 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/04/Union_and_Tech_Donations_to_State_Legislators_From_2013_to_2016_Democrat_Republican_chartbuilder-1-1180x544.png 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/04/Union_and_Tech_Donations_to_State_Legislators_From_2013_to_2016_Democrat_Republican_chartbuilder-1-960x443.png 960w, https://ww2.kqed.org/app/uploads/sites/10/2016/04/Union_and_Tech_Donations_to_State_Legislators_From_2013_to_2016_Democrat_Republican_chartbuilder-1.png 1280w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003c/p>\n\u003cp>After an outcry over low wages and split shifts for drivers of shuttle buses for companies like Google and Apple, the Teamsters worked with those companies to join the union and raise their wages. But given the complexity of the new “gig economy” and the changing nature of work, Bloch wonders if Democrats will start wobbling on some issues labor cares about.\u003c/p>\n\u003cp>\"I think we have Democrats who are with us when it comes to bus drivers, food service workers and security officers,\" Bloch said. \"And when we go talk to them about supposed independent contractors driving for Uber, it’s a different story.\"\u003c/p>\n\u003cp>To some labor unions, Uber -- the transportation upstart that’s crushing the taxi industry -- is corporate enemy number one. They, and other app-based services like TaskRabbit, say they don’t have employees -- just contractors who set their own hours and get \"gigs\" via customers using apps.\u003c/p>\n\u003cp>But Teamsters lobbyist Barry Broad doesn’t buy the notion that these aren't employees. He goes so far as to compare them to African-American sharecroppers after the Civil War.\u003c/p>\n\u003cp>\"They’re working in a field,\" says Broad, sitting in his modest office near the state Capitol. \"The field is an urban area where people need rides. And Uber allows as many people into the field to pick crops, and Uber says this is how much you're getting per pound. They may not even be getting the minimum wage.\u003c/p>\n\u003cp>\"Frankly, their system is from our perspective perfectly designed for exploitation of low-wage workers.\"\u003c/p>\n\u003cp>This friction between labor and tech could create conflict for legislators, especially Democrats. Lt. Gov. Gavin Newsom says organized labor needs to be nimble. Sitting in his office in a SoMa San Francisco startup incubator, Newsom says \"the tech genie is out of the bottle and you can't stuff it back in.\"\u003c/p>\n\u003cp>\"Something big is happening and we’re going through this radical shift in real time, yet we have work rules and labor rules that have been inflexible that were designed for a world that no longer exists,\" Newsom said. The former San Francisco mayor has close ties to the tech industry, but is also considered a strong ally of labor. And he thinks unions will be making a mistake if they resist adapting to the changing workplace.\u003c/p>\n\u003cp>\"If the attitude is, 'No, we’re just going to deny it and everything is going to be fine,' labor and the middle class are in trouble. I'm rooting for labor.\"\u003c/p>\n\u003cp>Democratic Assemblywoman \u003ca href=\"http://asmdc.org/members/a80/\" target=\"_blank\">Lorena Gonzalez \u003c/a>from San Diego understands that the old workplace rules don’t always apply anymore. She’s sponsoring legislation that would extend rights and a safety net to workers in the gig economy -- without involvement from unions.\u003c/p>\n\u003cp>Her bill -- \u003ca href=\"http://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201520160AB1727\" target=\"_blank\">AB1727 \u003c/a>known as the \"California 1099 Self-Organizing Act\" -- will be heard in the Assembly Labor Committee later this month.\u003c/p>\n\u003cp>Carl Guardino of the \u003ca href=\"http://svlg.org/\" target=\"_blank\">Silicon Valley Leadership Group \u003c/a>says the time is right for this conversation about the gig economy, but he worries about stifling the innovation economy, or what he calls \"the goose that lays the golden egg in California.\"\u003c/p>\n\u003cp>\"Rather than imposing laws on people and companies, let’s sit down and try to figure out what’s best for all concerned,\" Guardino says.\u003c/p>\n\u003cp>As of now anyway, there’s not an app for finding common ground.\u003c/p>\n\u003cp>Search below to see how much companies and their employees donated to state legislators during the last two election cycles.\u003c/p>\n\u003cp>[techUnionDonations]\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Methodology: MapLight analysis of campaign contributions to the candidate-controlled committees associated with current members of the California Legislature during the 2013-2014 and 2015-2016 election cycles. Contributor figures are based on itemized records, aggregated by affiliate organization for political action committees. Totals include donations both from organizations and employees of those organizations. All numbers are based on latest data made available by the California secretary of state as of April 4, 2016.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003c!--more-->The district attorneys of San Francisco and Los Angeles have settled an unlawful business practice lawsuit against Uber over claims the company \u003ca href=\"http://ww2.kqed.org/news/2014/09/25/george-gascon-threatens-action-against-uber-lyft-sidecar\" target=\"_blank\">made misleading statements\u003c/a> about its background checks for drivers.\u003c/p>\n\u003cp>The suit, filed in late 2014, alleged that Uber made untrue claims when it said it offered \"the safest ride on the road\" and that its drivers undergo rigorous background checks that are \"industry-leading.\"\u003c/p>\n\u003cp>According to a press release from San Francisco District Attorney George Gascón and Los Angeles District Attorney Jackie Lacey, Uber and its subsidiary, Raiser, agreed to pay as much as a $25 million civil penalty.\u003c/p>\n\u003cp>\"It sends a clear message to all businesses, and to startups in particular, that in the quest to quickly obtain market share, laws designed to protect consumers cannot be ignored,\" Gascón said in a statement.\u003c/p>\n\u003cp>Uber's background checks have been criticized as not being as thorough as fingerprint background checks, which taxicab drivers in most large American cities are required to pass.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Both Uber and Lyft -- which settled a similar suit with the L.A. and S.F. district attorneys -- have claimed that no background check is perfect, and that theirs are just as good as the taxi industry's. Uber has also claimed fingerprint background checks are discriminatory.\u003c/p>\n\u003cp>\"No means of transportation can ever be 100 percent safe. Accidents and incidents do happen. That's why we need to ensure that the language used to describe safety at Uber is clear and precise. So we've agreed to not use terms like 'safest ride on the road' or describe our background checks as 'the gold standard,' \" an Uber spokeswoman said in a statement.\u003c/p>\n\u003cp>In August, when prosecutors filed an amended complaint against Uber, they reported uncovering at least 25 cases in Los Angeles where Uber's background checks failed to stop registered sex offenders, burglars and a convicted murderer from becoming drivers.\u003c/p>\n\u003cp>The prosecutors argue that Uber's background checks do not have access to state and federal databases, and say fingerprint background checks are \"the gold standard.\" Uber recently agreed to settle \u003ca href=\"https://www.washingtonpost.com/news/the-switch/wp/2016/02/11/uber-is-about-to-pay-its-u-s-riders-28-5-million-heres-why/\" target=\"_blank\">two federal class-action lawsuits\u003c/a> in California over similar allegations.\u003c/p>\n\u003cp>The two district attorneys say their suit against Uber \"led to an overhaul of Uber's safety advertising in which Uber no longer makes a wide variety of representations calculated to convince the public that its background checks are the 'best' in the industry.\"\u003c/p>\n\u003cp>As part of the settlement, the company also agreed not to operate at California airports unless it has permission to do so. \u003c/p>\n\u003cp>Uber agreed to pay $10 million within 60 days, with the amount being evenly split between San Francisco and Los Angeles. Officials said the remaining $15 million would be waived in two years, if the company has complied with the terms of the settlement. An Uber spokeswoman said the company has complied with \"most\" of the terms.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The California Public Utilities Commission is currently considering \u003ca href=\"http://ww2.kqed.org/news/2016/02/26/california-to-reconsider-fingerprint-checks-for-uber-lyft-drivers\" target=\"_blank\">whether to require fingerprint background checks\u003c/a> for all ride-service drivers in California.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003c!--more-->The district attorneys of San Francisco and Los Angeles have settled an unlawful business practice lawsuit against Uber over claims the company \u003ca href=\"http://ww2.kqed.org/news/2014/09/25/george-gascon-threatens-action-against-uber-lyft-sidecar\" target=\"_blank\">made misleading statements\u003c/a> about its background checks for drivers.\u003c/p>\n\u003cp>The suit, filed in late 2014, alleged that Uber made untrue claims when it said it offered \"the safest ride on the road\" and that its drivers undergo rigorous background checks that are \"industry-leading.\"\u003c/p>\n\u003cp>According to a press release from San Francisco District Attorney George Gascón and Los Angeles District Attorney Jackie Lacey, Uber and its subsidiary, Raiser, agreed to pay as much as a $25 million civil penalty.\u003c/p>\n\u003cp>\"It sends a clear message to all businesses, and to startups in particular, that in the quest to quickly obtain market share, laws designed to protect consumers cannot be ignored,\" Gascón said in a statement.\u003c/p>\n\u003cp>Uber's background checks have been criticized as not being as thorough as fingerprint background checks, which taxicab drivers in most large American cities are required to pass.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Both Uber and Lyft -- which settled a similar suit with the L.A. and S.F. district attorneys -- have claimed that no background check is perfect, and that theirs are just as good as the taxi industry's. Uber has also claimed fingerprint background checks are discriminatory.\u003c/p>\n\u003cp>\"No means of transportation can ever be 100 percent safe. Accidents and incidents do happen. That's why we need to ensure that the language used to describe safety at Uber is clear and precise. So we've agreed to not use terms like 'safest ride on the road' or describe our background checks as 'the gold standard,' \" an Uber spokeswoman said in a statement.\u003c/p>\n\u003cp>In August, when prosecutors filed an amended complaint against Uber, they reported uncovering at least 25 cases in Los Angeles where Uber's background checks failed to stop registered sex offenders, burglars and a convicted murderer from becoming drivers.\u003c/p>\n\u003cp>The prosecutors argue that Uber's background checks do not have access to state and federal databases, and say fingerprint background checks are \"the gold standard.\" Uber recently agreed to settle \u003ca href=\"https://www.washingtonpost.com/news/the-switch/wp/2016/02/11/uber-is-about-to-pay-its-u-s-riders-28-5-million-heres-why/\" target=\"_blank\">two federal class-action lawsuits\u003c/a> in California over similar allegations.\u003c/p>\n\u003cp>The two district attorneys say their suit against Uber \"led to an overhaul of Uber's safety advertising in which Uber no longer makes a wide variety of representations calculated to convince the public that its background checks are the 'best' in the industry.\"\u003c/p>\n\u003cp>As part of the settlement, the company also agreed not to operate at California airports unless it has permission to do so. \u003c/p>\n\u003cp>Uber agreed to pay $10 million within 60 days, with the amount being evenly split between San Francisco and Los Angeles. Officials said the remaining $15 million would be waived in two years, if the company has complied with the terms of the settlement. An Uber spokeswoman said the company has complied with \"most\" of the terms.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The California Public Utilities Commission is currently considering \u003ca href=\"http://ww2.kqed.org/news/2016/02/26/california-to-reconsider-fingerprint-checks-for-uber-lyft-drivers\" target=\"_blank\">whether to require fingerprint background checks\u003c/a> for all ride-service drivers in California.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "L.A. and S.F. Want to Regulate Ride Services if State Won't",
"title": "L.A. and S.F. Want to Regulate Ride Services if State Won't",
"headTitle": "The California Report | KQED News",
"content": "\u003cp>California was the first state in the country to regulate ride services, but 2½ years later, the head of the California Public Utilities Commission is questioning whether his agency is the right one for the job.\u003c/p>\n\u003cp>\"The real question is: Should we be doing this?\" CPUC President Michael Picker said in a recent interview with KQED, echoing comments he made at two legislative hearings in Sacramento last month.\u003c/p>\n\u003cp>\"It's a very, very, very frustrating job, and I expect it will only slowly get better,\" he said.\u003c/p>\n\u003cp>When \u003ca href=\"http://www.latimes.com/politics/essential/la-pol-sac-essential-politics-20160301-htmlstory.html#4580\" target=\"_blank\">he told a state Senate committee\u003c/a> that no other state agency wanted to regulate ride services, he said he was pointing out \"that this didn't seem to be something that was well-suited to the modern role of the CPUC.\"\u003c/p>\n\u003cp>Picker's remarks come at a time when the CPUC is \u003ca href=\"http://www.kqed.org/a/forum/R201602090900\" target=\"_blank\">under scrutiny\u003c/a> on several fronts. The commission was scheduled to \u003ca href=\"http://ww2.kqed.org/news/2016/03/17/cpuc-regulators-still-hashing-out-more-rules-for-uber-and-lyft\" target=\"_blank\">vote on a new round of ride-service rules Thursday\u003c/a>, but delayed the vote until April 21. It is also currently considering whether to require fingerprint background checks for Uber and Lyft drivers.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cstrong>Safety Concerns\u003c/strong>\u003c/p>\n\u003cp>In cities across the country, Uber and Lyft have been fighting efforts to require more stringent background checks, insisting that their current methods are sufficient.\u003c/p>\n\u003cp>Most major American cities have been regulating taxicabs for decades. But as reports surface in cities about passenger safety problems with the ride services, some are making a move to craft their own regulations, such as fingerprinting Uber and Lyft drivers, said Dave Sutton, the head of \u003ca href=\"http://www.whosdrivingyou.org/\" target=\"_blank\">Who's Driving You\u003c/a>, an organization representing the taxi, limousine and paratransit industries.\u003c/p>\n\u003cp>\"Uber is pushing at the state level to basically preempt that local control, and avoid things like fingerprint background checks, which they believe slows their business development down,\" Sutton said.\u003c/p>\n\u003cp>In Los Angeles, Mayor Eric Garcetti and two city councilmen, Paul Krekorian and Herb Wesson, recently sent a letter to the CPUC asking the agency to allow the city to do a fingerprint background check pilot program. Current CPUC regulations do not require fingerprint background checks, which are required for taxicab drivers in many large cities.\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/2016/03/25/state-regulators-deny-l-a-s-request-to-fingerprint-uber-lyft-drivers\" target=\"_blank\">Their request was denied\u003c/a> by CPUC Commissioner Liane Randolph, who said she wanted to first consider whether fingerprint background checks should be required by the CPUC. She wrote that she hoped to provide some direction on the issue by this fall.\u003c/p>\n\u003cp>\u003cstrong>San Francisco Enforcement\u003c/strong>\u003c/p>\n\u003cp>In the hometown of Uber and Lyft, the San Francisco Municipal Transportation Agency would like to enforce state ride-service regulations, since the CPUC doesn't seem to have the ability to do so.\u003c/p>\n\u003cp>“I can’t imagine that would be too controversial, given that the rules are already in place,\" said Kate Toran, head of the SFMTA's taxi division. “We’re not talking about establishing new rules, although I’d be happy to do that as well.”\u003c/p>\n\u003cp>The SFMTA currently has seven taxi investigators, and the agency would theoretically hire more to enforce state rules on ride services. The penalties and other details about how the program would work haven't been discussed.\u003c/p>\n\u003cp>Some estimates have put the number of ride-service vehicles in San Francisco at 20,000, although it's hard to peg an exact number. Both Uber and Lyft are protective of their trip data, which might indicate how all those ride-service cars are impacting transit, congestion and the environment.\u003c/p>\n\u003cp>\u003cstrong>Cities vs. States\u003c/strong>\u003c/p>\n\u003cp>Since California first adopted its ride-service rules in 2013, 29 states and 40 cities have enacted regulations, according to an Uber spokeswoman.\u003c/p>\n\u003cp>Uber officials have argued that rather than deal with a patchwork of local regulations, they prefer a uniform statewide policy. Some trips, they say, may also cross over several jurisdictions.\u003c/p>\n\u003cp>In California, whether the CPUC even has the authority to regulate Uber and Lyft at the state level is a question currently being argued in federal court, where San Francisco-based\u003ca href=\"http://www.sfexaminer.com/flywheel-taxi-sues-state-says-cities-should-regulate-uber-lyft/\" target=\"_blank\"> Flywheel Taxi has sued the agency\u003c/a>, contending ride services should be regulated by cities.\u003c/p>\n\u003cp>The crux of Flywheel's argument that cities have regulatory authority is its contention that ride services are not \"prearranged\" but are rather \"on-demand,\" like taxicabs, which can be hailed on the streets, and are overseen by local agencies.\u003c/p>\n\u003cp>\"This lawsuit is intended to make sure everyone gets to compete, while playing by the same rules,\" said Flywheel's president, Hansu Kim.\u003c/p>\n\u003cp>The CPUC's lawyers recently moved to dismiss the suit, arguing that the agency does have authority under the Public Utilities Code. They say that was blessed by the Legislature when it \u003ca href=\"http://asmdc.org/members/a14/news-room/press-releases/bonilla-s-groundbreaking-bill-defining-insurance-coverage-for-uber-and-lyft-signed-by-governor\" target=\"_blank\">passed a bill by Assemblywoman Susan Bonilla\u003c/a> clarifying insurance coverage and \"ensuring oversight\" of ride services by the CPUC.\u003c/p>\n\u003cp>\u003cstrong>CPUC Reform\u003c/strong>\u003c/p>\n\u003cp>State lawmakers, meanwhile, are considering another round of legislation to reform the CPUC, and to enact tougher rules on ride services. One bill, by Assemblyman Ben Hueso, \u003ca href=\"http://www.sacbee.com/news/politics-government/capitol-alert/article70089442.html\" target=\"_blank\">passed its first committee test\u003c/a> Tuesday. It calls on the CPUC to oversee prices, do more stringent background checks and look into how ride services can better serve people with disabilities.\u003c/p>\n\u003cp>A reform measure, proposed as a constitutional amendment, would give the Legislature the authority to break up the CPUC. Some lawmakers say the agency is stretched too thin.\u003c/p>\n\u003cp>According to a 2014 report by the state auditor, the CPUC's Transportation Enforcement Branch has 45 staffers overseeing ride services, limousines, charter buses, airport shuttles, moving companies, light-rail public transit, railroads and ferries.\u003c/p>\n\u003cp>Some consumer advocates, though, aren't so sure the regulation of ride services should be taken away from the CPUC.\u003c/p>\n\u003cp>\"I think it's never good when a regulator doesn't want to regulate an industry that they regulate,\" said Jamie Court, head of Consumer Watchdog. He said he thinks the CPUC is the \"appropriate umpire\" to oversee ride services.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"While they can defer to localities' restrictions, which they should, there also needs to be a baseline for rural areas and other cities that haven't gotten into the fray, or where the political will isn't there to regulate the companies,\" he said.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>California was the first state in the country to regulate ride services, but 2½ years later, the head of the California Public Utilities Commission is questioning whether his agency is the right one for the job.\u003c/p>\n\u003cp>\"The real question is: Should we be doing this?\" CPUC President Michael Picker said in a recent interview with KQED, echoing comments he made at two legislative hearings in Sacramento last month.\u003c/p>\n\u003cp>\"It's a very, very, very frustrating job, and I expect it will only slowly get better,\" he said.\u003c/p>\n\u003cp>When \u003ca href=\"http://www.latimes.com/politics/essential/la-pol-sac-essential-politics-20160301-htmlstory.html#4580\" target=\"_blank\">he told a state Senate committee\u003c/a> that no other state agency wanted to regulate ride services, he said he was pointing out \"that this didn't seem to be something that was well-suited to the modern role of the CPUC.\"\u003c/p>\n\u003cp>Picker's remarks come at a time when the CPUC is \u003ca href=\"http://www.kqed.org/a/forum/R201602090900\" target=\"_blank\">under scrutiny\u003c/a> on several fronts. The commission was scheduled to \u003ca href=\"http://ww2.kqed.org/news/2016/03/17/cpuc-regulators-still-hashing-out-more-rules-for-uber-and-lyft\" target=\"_blank\">vote on a new round of ride-service rules Thursday\u003c/a>, but delayed the vote until April 21. It is also currently considering whether to require fingerprint background checks for Uber and Lyft drivers.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>Safety Concerns\u003c/strong>\u003c/p>\n\u003cp>In cities across the country, Uber and Lyft have been fighting efforts to require more stringent background checks, insisting that their current methods are sufficient.\u003c/p>\n\u003cp>Most major American cities have been regulating taxicabs for decades. But as reports surface in cities about passenger safety problems with the ride services, some are making a move to craft their own regulations, such as fingerprinting Uber and Lyft drivers, said Dave Sutton, the head of \u003ca href=\"http://www.whosdrivingyou.org/\" target=\"_blank\">Who's Driving You\u003c/a>, an organization representing the taxi, limousine and paratransit industries.\u003c/p>\n\u003cp>\"Uber is pushing at the state level to basically preempt that local control, and avoid things like fingerprint background checks, which they believe slows their business development down,\" Sutton said.\u003c/p>\n\u003cp>In Los Angeles, Mayor Eric Garcetti and two city councilmen, Paul Krekorian and Herb Wesson, recently sent a letter to the CPUC asking the agency to allow the city to do a fingerprint background check pilot program. Current CPUC regulations do not require fingerprint background checks, which are required for taxicab drivers in many large cities.\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/2016/03/25/state-regulators-deny-l-a-s-request-to-fingerprint-uber-lyft-drivers\" target=\"_blank\">Their request was denied\u003c/a> by CPUC Commissioner Liane Randolph, who said she wanted to first consider whether fingerprint background checks should be required by the CPUC. She wrote that she hoped to provide some direction on the issue by this fall.\u003c/p>\n\u003cp>\u003cstrong>San Francisco Enforcement\u003c/strong>\u003c/p>\n\u003cp>In the hometown of Uber and Lyft, the San Francisco Municipal Transportation Agency would like to enforce state ride-service regulations, since the CPUC doesn't seem to have the ability to do so.\u003c/p>\n\u003cp>“I can’t imagine that would be too controversial, given that the rules are already in place,\" said Kate Toran, head of the SFMTA's taxi division. “We’re not talking about establishing new rules, although I’d be happy to do that as well.”\u003c/p>\n\u003cp>The SFMTA currently has seven taxi investigators, and the agency would theoretically hire more to enforce state rules on ride services. The penalties and other details about how the program would work haven't been discussed.\u003c/p>\n\u003cp>Some estimates have put the number of ride-service vehicles in San Francisco at 20,000, although it's hard to peg an exact number. Both Uber and Lyft are protective of their trip data, which might indicate how all those ride-service cars are impacting transit, congestion and the environment.\u003c/p>\n\u003cp>\u003cstrong>Cities vs. States\u003c/strong>\u003c/p>\n\u003cp>Since California first adopted its ride-service rules in 2013, 29 states and 40 cities have enacted regulations, according to an Uber spokeswoman.\u003c/p>\n\u003cp>Uber officials have argued that rather than deal with a patchwork of local regulations, they prefer a uniform statewide policy. Some trips, they say, may also cross over several jurisdictions.\u003c/p>\n\u003cp>In California, whether the CPUC even has the authority to regulate Uber and Lyft at the state level is a question currently being argued in federal court, where San Francisco-based\u003ca href=\"http://www.sfexaminer.com/flywheel-taxi-sues-state-says-cities-should-regulate-uber-lyft/\" target=\"_blank\"> Flywheel Taxi has sued the agency\u003c/a>, contending ride services should be regulated by cities.\u003c/p>\n\u003cp>The crux of Flywheel's argument that cities have regulatory authority is its contention that ride services are not \"prearranged\" but are rather \"on-demand,\" like taxicabs, which can be hailed on the streets, and are overseen by local agencies.\u003c/p>\n\u003cp>\"This lawsuit is intended to make sure everyone gets to compete, while playing by the same rules,\" said Flywheel's president, Hansu Kim.\u003c/p>\n\u003cp>The CPUC's lawyers recently moved to dismiss the suit, arguing that the agency does have authority under the Public Utilities Code. They say that was blessed by the Legislature when it \u003ca href=\"http://asmdc.org/members/a14/news-room/press-releases/bonilla-s-groundbreaking-bill-defining-insurance-coverage-for-uber-and-lyft-signed-by-governor\" target=\"_blank\">passed a bill by Assemblywoman Susan Bonilla\u003c/a> clarifying insurance coverage and \"ensuring oversight\" of ride services by the CPUC.\u003c/p>\n\u003cp>\u003cstrong>CPUC Reform\u003c/strong>\u003c/p>\n\u003cp>State lawmakers, meanwhile, are considering another round of legislation to reform the CPUC, and to enact tougher rules on ride services. One bill, by Assemblyman Ben Hueso, \u003ca href=\"http://www.sacbee.com/news/politics-government/capitol-alert/article70089442.html\" target=\"_blank\">passed its first committee test\u003c/a> Tuesday. It calls on the CPUC to oversee prices, do more stringent background checks and look into how ride services can better serve people with disabilities.\u003c/p>\n\u003cp>A reform measure, proposed as a constitutional amendment, would give the Legislature the authority to break up the CPUC. Some lawmakers say the agency is stretched too thin.\u003c/p>\n\u003cp>According to a 2014 report by the state auditor, the CPUC's Transportation Enforcement Branch has 45 staffers overseeing ride services, limousines, charter buses, airport shuttles, moving companies, light-rail public transit, railroads and ferries.\u003c/p>\n\u003cp>Some consumer advocates, though, aren't so sure the regulation of ride services should be taken away from the CPUC.\u003c/p>\n\u003cp>\"I think it's never good when a regulator doesn't want to regulate an industry that they regulate,\" said Jamie Court, head of Consumer Watchdog. He said he thinks the CPUC is the \"appropriate umpire\" to oversee ride services.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"While they can defer to localities' restrictions, which they should, there also needs to be a baseline for rural areas and other cities that haven't gotten into the fray, or where the political will isn't there to regulate the companies,\" he said.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>A San Francisco federal appeals court says Uber can appeal the class-action status of a lawsuit filed by drivers that challenges their status as independent contractors and argues they should be employees instead.\u003c/p>\n\u003cp>The Ninth U.S. Circuit Court of Appeals on Tuesday agreed to hear the appeal in June, around the same time the federal suit by Uber drivers is slated to go to trial. However, Uber's lawyers are now seeking to delay it. \u003c/p>\n\u003cp>In their appeal, the company's lawyers argue that a ruling by U.S. District Court Judge Edward Chen granting class-action status to more than 150,000 Uber drivers in California violated federal arbitration rules.\u003c/p>\n\u003cp>They say nearly all of those drivers agreed not to participate in the class action and to instead arbitrate disputes on an individual basis, but Chen ruled the arbitration clauses were unenforceable, and eventually agreed to expand the class from 8,000 to 150,000 drivers.\u003c/p>\n\u003cp>\"The district court ran roughshod over Uber's arbitration agreements and set this case for an improper class trial,\" Uber's lawyers argued in their brief, calling the ruling \"deeply flawed.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>In a statement, an Uber spokesman said: \"We are pleased that the Ninth Circuit has granted this petition to review the lower court's order.\"\u003c/p>\n\u003cp>Uber lawyers have appealed six of Chen's decisions, and say that if any of them succeed, the class-action certification rulings would \"crumble.\"\u003c/p>\n\u003cp>In her response, Shannon Liss-Riordan, the labor attorney representing the drivers, said the appeal was unnecessary, considering Uber has already appealed similar rulings.\u003c/p>\n\u003cp>\"The Court should object to Uber's backdoor attempt to stay proceedings in this case,\" she wrote, and \"allow Uber's existing appeals to sort out the ultimate scope of class while the case proceeds to trial.\"\u003c/p>\n\u003cp>On Wednesday, Uber filed a motion asking Chen to put the trial on hold until the appeal is decided, and confidently claimed \"it is likely to succeed.\" \u003c/p>\n\u003cp>In December, Chen \u003ca href=\"http://ww2.kqed.org/news/2015/12/18/judge-orders-uber-to-limit-communication-with-drivers-in-lawsuit\" target=\"_blank\">ordered Uber to limit communication with drivers\u003c/a> who are part of the lawsuit, saying revised arbitration agreements that the company sent out were likely to \"engender confusion.\"\u003c/p>\n\u003cp>The company issued the agreements two days after \u003ca href=\"http://ww2.kqed.org/news/2015/12/10/uber-drivers-class-action-lawsuit-expanded\" target=\"_blank\">Chen agreed to expand the class of drivers\u003c/a>.\u003c/p>\n\u003cp>The lawsuit by California Uber drivers, filed in August 2013, argues that they are employees, entitled to business expenses that include gas and vehicle maintenance costs.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>If the suit is successful, it could put a damper on Uber's business model of relying on drivers as independent contractors who pay their own expenses.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A San Francisco federal appeals court says Uber can appeal the class-action status of a lawsuit filed by drivers that challenges their status as independent contractors and argues they should be employees instead.\u003c/p>\n\u003cp>The Ninth U.S. Circuit Court of Appeals on Tuesday agreed to hear the appeal in June, around the same time the federal suit by Uber drivers is slated to go to trial. However, Uber's lawyers are now seeking to delay it. \u003c/p>\n\u003cp>In their appeal, the company's lawyers argue that a ruling by U.S. District Court Judge Edward Chen granting class-action status to more than 150,000 Uber drivers in California violated federal arbitration rules.\u003c/p>\n\u003cp>They say nearly all of those drivers agreed not to participate in the class action and to instead arbitrate disputes on an individual basis, but Chen ruled the arbitration clauses were unenforceable, and eventually agreed to expand the class from 8,000 to 150,000 drivers.\u003c/p>\n\u003cp>\"The district court ran roughshod over Uber's arbitration agreements and set this case for an improper class trial,\" Uber's lawyers argued in their brief, calling the ruling \"deeply flawed.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In a statement, an Uber spokesman said: \"We are pleased that the Ninth Circuit has granted this petition to review the lower court's order.\"\u003c/p>\n\u003cp>Uber lawyers have appealed six of Chen's decisions, and say that if any of them succeed, the class-action certification rulings would \"crumble.\"\u003c/p>\n\u003cp>In her response, Shannon Liss-Riordan, the labor attorney representing the drivers, said the appeal was unnecessary, considering Uber has already appealed similar rulings.\u003c/p>\n\u003cp>\"The Court should object to Uber's backdoor attempt to stay proceedings in this case,\" she wrote, and \"allow Uber's existing appeals to sort out the ultimate scope of class while the case proceeds to trial.\"\u003c/p>\n\u003cp>On Wednesday, Uber filed a motion asking Chen to put the trial on hold until the appeal is decided, and confidently claimed \"it is likely to succeed.\" \u003c/p>\n\u003cp>In December, Chen \u003ca href=\"http://ww2.kqed.org/news/2015/12/18/judge-orders-uber-to-limit-communication-with-drivers-in-lawsuit\" target=\"_blank\">ordered Uber to limit communication with drivers\u003c/a> who are part of the lawsuit, saying revised arbitration agreements that the company sent out were likely to \"engender confusion.\"\u003c/p>\n\u003cp>The company issued the agreements two days after \u003ca href=\"http://ww2.kqed.org/news/2015/12/10/uber-drivers-class-action-lawsuit-expanded\" target=\"_blank\">Chen agreed to expand the class of drivers\u003c/a>.\u003c/p>\n\u003cp>The lawsuit by California Uber drivers, filed in August 2013, argues that they are employees, entitled to business expenses that include gas and vehicle maintenance costs.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>If the suit is successful, it could put a damper on Uber's business model of relying on drivers as independent contractors who pay their own expenses.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "State Regulators Deny L.A.'s Request to Fingerprint Uber, Lyft Drivers",
"title": "State Regulators Deny L.A.'s Request to Fingerprint Uber, Lyft Drivers",
"headTitle": "The California Report | KQED News",
"content": "\u003cp>The California Public Utilities Commission has denied a request by Los Angeles Mayor Eric Garcetti and two City Council members to launch a pilot fingerprint background check for Uber and Lyft drivers.\u003c/p>\n\u003cp>In a letter dated March 22, addressed to Garcetti and City Council members Paul Krekorian and Herb Wesson, CPUC Commissioner Liane Randolph said she \u003ca href=\"http://ww2.kqed.org/news/2016/02/26/california-to-reconsider-fingerprint-checks-for-uber-lyft-drivers\" target=\"_blank\">was planning to issue a ruling\u003c/a> asking a series of questions about the use of fingerprint background checks for ride-service drivers.\u003c/p>\n\u003cp>\"While I appreciate the City of Los Angeles's innovation in setting out the framework for a pilot, I would prefer to consider statewide options before launching a city-specific program,\" she wrote.\u003c/p>\n\u003cp>The CPUC is currently considering whether to require fingerprint background checks, as part of its ongoing proceedings to regulate ride services.\u003c/p>\n\u003cp>Randolph said she hoped the CPUC would be able to provide direction on the issue \"by fall of this year.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>In their \u003ca href=\"http://www.scribd.com/doc/305119721/City-of-LA-to-CPUC-on-Fingerprinting-Pilot-Program\" target=\"_blank\">letter to Randolph\u003c/a>, the L.A. officials said that the current \"protocols and practices\" on background checks are \"a cause for concern to the riding public.\"\u003c/p>\n\u003cp>[contextly_sidebar id=\"Q90b1gSGwYwonDSbeCDiqfDy81SUsZxb\"]\u003c/p>\n\u003cp>Even if \"TNC (transportation network company) claims of safety and security are to be believed, their best practices are subject to change at any time without the backstop of law or regulation,\" the letter said.\u003c/p>\n\u003cp>The pilot program would have also applied to limo, van and shuttle service drivers. It would have required the services “to reveal how and why they deny drivers employment, what the appeals processes are and how fingerprinting requirements impact the number of drivers they accept or reject.”\u003c/p>\n\u003cp>Los Angeles taxicab drivers have been required to submit fingerprints for decades. They are also required to do it in most other major cities.\u003c/p>\n\u003cp>Current CPUC regulations do not require fingerprint background checks. Law enforcement officials have said they are the \"gold standard.\" Ride services counter that no background check is perfect, and argue their checks are just as good.\u003c/p>\n\u003cp>Uber uses Checkr, which tracks criminal history for the past seven years. The company says hundreds of drivers who passed fingerprint background checks have not cleared their checks. They've also argued that fingerprint checks are discriminatory.\u003c/p>\n\u003cp>But the L.A. city officials point to \u003ca href=\"http://www.latimes.com/local/lanow/la-me-ln-uber-criminal-records-20150804-story.html\" target=\"_blank\">an L.A. Times investigation\u003c/a> that found some Uber drivers at LAX had lengthy criminal records, despite being vetted by the company.\u003c/p>\n\u003cp>A Lyft spokeswoman said drivers \"undergo a comprehensive screening process, which includes an independent, professionally administered background check mandated by the State of California, as well as an in-person session where their credentials are confirmed.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>[scribd id=305951839 key=key-6XZsXdpuzb5tFdLDurMz mode=scroll]\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The California Public Utilities Commission has denied a request by Los Angeles Mayor Eric Garcetti and two City Council members to launch a pilot fingerprint background check for Uber and Lyft drivers.\u003c/p>\n\u003cp>In a letter dated March 22, addressed to Garcetti and City Council members Paul Krekorian and Herb Wesson, CPUC Commissioner Liane Randolph said she \u003ca href=\"http://ww2.kqed.org/news/2016/02/26/california-to-reconsider-fingerprint-checks-for-uber-lyft-drivers\" target=\"_blank\">was planning to issue a ruling\u003c/a> asking a series of questions about the use of fingerprint background checks for ride-service drivers.\u003c/p>\n\u003cp>\"While I appreciate the City of Los Angeles's innovation in setting out the framework for a pilot, I would prefer to consider statewide options before launching a city-specific program,\" she wrote.\u003c/p>\n\u003cp>The CPUC is currently considering whether to require fingerprint background checks, as part of its ongoing proceedings to regulate ride services.\u003c/p>\n\u003cp>Randolph said she hoped the CPUC would be able to provide direction on the issue \"by fall of this year.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In their \u003ca href=\"http://www.scribd.com/doc/305119721/City-of-LA-to-CPUC-on-Fingerprinting-Pilot-Program\" target=\"_blank\">letter to Randolph\u003c/a>, the L.A. officials said that the current \"protocols and practices\" on background checks are \"a cause for concern to the riding public.\"\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>Even if \"TNC (transportation network company) claims of safety and security are to be believed, their best practices are subject to change at any time without the backstop of law or regulation,\" the letter said.\u003c/p>\n\u003cp>The pilot program would have also applied to limo, van and shuttle service drivers. It would have required the services “to reveal how and why they deny drivers employment, what the appeals processes are and how fingerprinting requirements impact the number of drivers they accept or reject.”\u003c/p>\n\u003cp>Los Angeles taxicab drivers have been required to submit fingerprints for decades. They are also required to do it in most other major cities.\u003c/p>\n\u003cp>Current CPUC regulations do not require fingerprint background checks. Law enforcement officials have said they are the \"gold standard.\" Ride services counter that no background check is perfect, and argue their checks are just as good.\u003c/p>\n\u003cp>Uber uses Checkr, which tracks criminal history for the past seven years. The company says hundreds of drivers who passed fingerprint background checks have not cleared their checks. They've also argued that fingerprint checks are discriminatory.\u003c/p>\n\u003cp>But the L.A. city officials point to \u003ca href=\"http://www.latimes.com/local/lanow/la-me-ln-uber-criminal-records-20150804-story.html\" target=\"_blank\">an L.A. Times investigation\u003c/a> that found some Uber drivers at LAX had lengthy criminal records, despite being vetted by the company.\u003c/p>\n\u003cp>A Lyft spokeswoman said drivers \"undergo a comprehensive screening process, which includes an independent, professionally administered background check mandated by the State of California, as well as an in-person session where their credentials are confirmed.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003ciframe\n class=\"scribd_iframe_embed\"\n src=\"//www.scribd.com/embeds/305951839/content?start_page=1&view_mode=&access_key=key-6XZsXdpuzb5tFdLDurMz\"\n title=\"http://www.scribd.com/doc/305951839\"\n data-auto-height=\"true\" scrolling=\"no\" id=\"scribd_305951839\"\n width=\"100%\" height=\"500\" frameborder=\"0\">\u003c/iframe>\n \u003ca class=\"utils-parseShortcode-shortcodes-__scribdShortcode__scribd_footer\"\n href=\"http://www.scribd.com/doc/305951839\"\n target=\"_blank\" rel=\"noopener noreferrer\">View this document on Scribd\u003c/a>\u003c/p>\u003cp>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"info": "Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.",
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"soldout": {
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"title": "SOLD OUT: Rethinking Housing in America",
"tagline": "A new future for housing",
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