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"content": "\u003cp>A San Francisco federal judge has ordered Uber to limit communication with drivers who are part of a class-action lawsuit against the company, saying he had \"grave concerns\" about arbitration agreements the company sent out last week.\u003c/p>\n\u003cp>U.S. District Court Judge Edward Chen said the agreements are \"likely to engender confusion\" and that he would issue an order preventing them from taking effect for drivers who are part of the lawsuit. However, Chen added that he wasn't sure he had the \"complete authority\" to ban arbitration agreements.\u003c/p>\n\u003cp>The tentative rulings are the latest in the class action against Uber, which argues the company misclassifies drivers as independent contractors instead of employees. The drivers are also seeking reimbursement for expenses, including gas and car maintenance, along with tips they claim were advertised to customers as part of the fares but not given to drivers.\u003c/p>\n\u003cp>Chen said he was directing Uber not to communicate \"with class members or anything that might affect the prosecution of this case without clearing it through counsel or coming to the court if there's a disagreement.\"\u003c/p>\n\u003cp>Uber sent out the new arbitration agreements last Friday, two days after Chen issued a ruling expanding the class of drivers who could be part of the lawsuit. He ruled 2014 and 2015 arbitration agreements were unenforceable, which meant drivers who opted out of those clauses could be included in the lawsuit. Uber is appealing the ruling.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Theodore Boutrous, the attorney for Uber, estimated that up to 100,000 drivers were added to the class, joining 8,000 drivers \u003ca href=\"http://ww2.kqed.org/news/2015/09/01/judge-certifies-uber-drivers-lawsuit-as-a-class-action\" target=\"_blank\">certified by Chen on Sept. 1\u003c/a>. The case could affect up to 160,000 Uber drivers in California, and Chen said he would rule later on how last week's agreements might affect other drivers.\u003c/p>\n\u003cp>The attorney for the drivers, Shannon Liss-Riordan, said the agreement and email sent to drivers last week was an attempt by Uber to curtail its liability in pending lawsuits. She argued \u003ca href=\"http://ww2.kqed.org/news/2015/12/14/controversy-surrounds-ubers-new-arbitration-agreement-for-drivers\" target=\"_blank\">Uber was trying to \"potentially trick\" drivers\u003c/a> into opting out of the class-action suit.\u003c/p>\n\u003cp>In legal briefs, Liss-Riordan wrote that her firm received more than 800 inquiries from Uber drivers \"who have expressed confusion and dismay about the new agreement, and do not know if they need to opt out of the agreement to participate in the case.\"\u003c/p>\n\u003cp>Boutrous argued that the new agreement was a reaction to Chen's concerns about the arbitration clauses in Uber's earlier driver contracts.\u003c/p>\n\u003cp>\"[An] agreement was sent out that this court was troubled by, and it fixes those things,\" Boutrous told Chen. \"These aren't some nefarious, evil agreements that must be stopped.\"\u003c/p>\n\u003cp>In his legal briefs, Boutrous wrote that \"there is nothing deceptive, coercive, or misleading about the agreements Uber has implemented (and drivers voluntarily accepted). Indeed, Uber did not amend, in any substantive way, any of the notice provisions or opt-out mechanisms that this court previously approved.\"\u003c/p>\n\u003cp>Boutrous said that a higher number of drivers have opted out of the new arbitration agreement compared with earlier contracts. Liss-Riordan attributes that to widespread news coverage and drivers finding out about the lawsuit from her firm.\u003c/p>\n\u003cp>Chen suggested that Uber provide more \"robust disclosure\" by providing a hyperlink on the first page of the agreement that clearly gives drivers an opt-out option.\u003c/p>\n\u003cp>\"If it's to truly implement a fair model, why not have a simple click the box and not have it on page 21?\" Chen asked.\u003c/p>\n\u003cp>Liss-Riordan also challenged a recent effort by Uber to prove its drivers believe they're independent contractors.\u003c/p>\n\u003cp>The company has begun offering money to drivers for proof they also work for other ride services, such as Lyft. Liss-Riordan called the payments part of a \"deceptive attempt by Uber to gather evidence in support of its defense in this case -- and against the interests of the class -- in exchange for payment.\"\u003c/p>\n\u003cp>Boutrous told Chen the driver information is being gathered for market research.\u003c/p>\n\u003cp>\"The company gathers information about its competitor, and this email was sent to a fraction of California drivers seeking information about their experience with Lyft,\" he told Chen.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Meanwhile, Liss-Riordan filed a motion Thursday seeking to have the case tried by the judge instead of a jury.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A San Francisco federal judge has ordered Uber to limit communication with drivers who are part of a class-action lawsuit against the company, saying he had \"grave concerns\" about arbitration agreements the company sent out last week.\u003c/p>\n\u003cp>U.S. District Court Judge Edward Chen said the agreements are \"likely to engender confusion\" and that he would issue an order preventing them from taking effect for drivers who are part of the lawsuit. However, Chen added that he wasn't sure he had the \"complete authority\" to ban arbitration agreements.\u003c/p>\n\u003cp>The tentative rulings are the latest in the class action against Uber, which argues the company misclassifies drivers as independent contractors instead of employees. The drivers are also seeking reimbursement for expenses, including gas and car maintenance, along with tips they claim were advertised to customers as part of the fares but not given to drivers.\u003c/p>\n\u003cp>Chen said he was directing Uber not to communicate \"with class members or anything that might affect the prosecution of this case without clearing it through counsel or coming to the court if there's a disagreement.\"\u003c/p>\n\u003cp>Uber sent out the new arbitration agreements last Friday, two days after Chen issued a ruling expanding the class of drivers who could be part of the lawsuit. He ruled 2014 and 2015 arbitration agreements were unenforceable, which meant drivers who opted out of those clauses could be included in the lawsuit. Uber is appealing the ruling.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Theodore Boutrous, the attorney for Uber, estimated that up to 100,000 drivers were added to the class, joining 8,000 drivers \u003ca href=\"http://ww2.kqed.org/news/2015/09/01/judge-certifies-uber-drivers-lawsuit-as-a-class-action\" target=\"_blank\">certified by Chen on Sept. 1\u003c/a>. The case could affect up to 160,000 Uber drivers in California, and Chen said he would rule later on how last week's agreements might affect other drivers.\u003c/p>\n\u003cp>The attorney for the drivers, Shannon Liss-Riordan, said the agreement and email sent to drivers last week was an attempt by Uber to curtail its liability in pending lawsuits. She argued \u003ca href=\"http://ww2.kqed.org/news/2015/12/14/controversy-surrounds-ubers-new-arbitration-agreement-for-drivers\" target=\"_blank\">Uber was trying to \"potentially trick\" drivers\u003c/a> into opting out of the class-action suit.\u003c/p>\n\u003cp>In legal briefs, Liss-Riordan wrote that her firm received more than 800 inquiries from Uber drivers \"who have expressed confusion and dismay about the new agreement, and do not know if they need to opt out of the agreement to participate in the case.\"\u003c/p>\n\u003cp>Boutrous argued that the new agreement was a reaction to Chen's concerns about the arbitration clauses in Uber's earlier driver contracts.\u003c/p>\n\u003cp>\"[An] agreement was sent out that this court was troubled by, and it fixes those things,\" Boutrous told Chen. \"These aren't some nefarious, evil agreements that must be stopped.\"\u003c/p>\n\u003cp>In his legal briefs, Boutrous wrote that \"there is nothing deceptive, coercive, or misleading about the agreements Uber has implemented (and drivers voluntarily accepted). Indeed, Uber did not amend, in any substantive way, any of the notice provisions or opt-out mechanisms that this court previously approved.\"\u003c/p>\n\u003cp>Boutrous said that a higher number of drivers have opted out of the new arbitration agreement compared with earlier contracts. Liss-Riordan attributes that to widespread news coverage and drivers finding out about the lawsuit from her firm.\u003c/p>\n\u003cp>Chen suggested that Uber provide more \"robust disclosure\" by providing a hyperlink on the first page of the agreement that clearly gives drivers an opt-out option.\u003c/p>\n\u003cp>\"If it's to truly implement a fair model, why not have a simple click the box and not have it on page 21?\" Chen asked.\u003c/p>\n\u003cp>Liss-Riordan also challenged a recent effort by Uber to prove its drivers believe they're independent contractors.\u003c/p>\n\u003cp>The company has begun offering money to drivers for proof they also work for other ride services, such as Lyft. Liss-Riordan called the payments part of a \"deceptive attempt by Uber to gather evidence in support of its defense in this case -- and against the interests of the class -- in exchange for payment.\"\u003c/p>\n\u003cp>Boutrous told Chen the driver information is being gathered for market research.\u003c/p>\n\u003cp>\"The company gathers information about its competitor, and this email was sent to a fraction of California drivers seeking information about their experience with Lyft,\" he told Chen.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Meanwhile, Liss-Riordan filed a motion Thursday seeking to have the case tried by the judge instead of a jury.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Seattle Allows Uber and Lyft Drivers to Unionize",
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"content": "\u003cp>Seattle on Monday became the first city in the nation to allow drivers of ride-hailing companies such as Uber and Lyft to unionize over pay and working conditions.\u003c/p>\n\u003cp>Supporters erupted into cheers after the City Council voted 8-0 in favor of the legislation, which is seen as a test case for the changing 21st century workforce. The companies strongly oppose it, and several council members acknowledged there would be legal challenges ahead but said it was worth doing.\u003c/p>\n\u003caside class=\"pullquote alignright\">'My intent is to make sure that the people, the drivers, the workers in our community continue to have access to good wage jobs.'\u003ccite>Seattle Councilmember Mike O’Brien\u003c/cite>\u003c/aside>\n\u003cp>The measure requires companies that hire or contract with drivers of taxis, for-hire transportation companies and app-based ride-hailing services to bargain with their drivers, if a majority shows they want to be represented. Drivers would be represented by nonprofit organizations certified by the city.\u003c/p>\n\u003cp>Seattle has been a national leader on workers' rights, such as gradually raising the minimum wage to $15 and requiring most employers to provide paid sick leave.\u003c/p>\n\u003cp>\"My intent is to make sure that the people, the drivers, the workers in our community continue to have access to good wage jobs,\" Councilmember Mike O'Brien said. He added innovation can continue to happen, but it shouldn't be done at the expense of workers.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Many drivers in Seattle are immigrants who depend on full-time work, but some make less than minimum wage and lack basic worker rights, such as sick leave and protection from retaliation, he said.\u003c/p>\n\u003cp>[contextly_sidebar id=\"cD4eZlRSX1eM0jcx1iHjlhmRNpBVcMSd\"]\u003c/p>\n\u003cp>The National Labor Relations Act does not extend collective bargaining rights to independent contractors.\u003c/p>\n\u003cp>San Francisco-based Uber and others say federal labor law prevents cities from regulating collective bargaining, and the ordinance would violate federal antitrust laws. Opponents also argue it would be costly for the city to implement, it would violate drivers' privacy since their information would be given to the organization, and it would stifle the growth of the on-demand economy.\u003c/p>\n\u003cp>In a response to a request for a comment on the legislation, Uber said in a statement Monday it is \"creating new opportunities for many people to earn a better living on their own time and their own terms.\"\u003c/p>\n\u003cp>San Francisco-based Lyft urged the mayor and council to reconsider the measure and listen to those who seek the flexible economic opportunity the company offers.\u003c/p>\n\u003cp>\"Unfortunately, the ordinance passed today threatens the privacy of drivers, imposes substantial costs on passengers and the city, and conflicts with longstanding federal law,\" Lyft's statement said.\u003c/p>\n\u003cp>Charlotte Garden, an assistant law professor at Seattle University, said it's a \"virtual certainty\" that the ordinance will be challenged in court if it's enacted.\u003c/p>\n\u003cp>\"I anticipate that other cities will consider similar measures, but they may wait to see whether the ordinance survives review by a federal court,\" she said.\u003c/p>\n\u003cp>Meanwhile, Mayor Ed Murray told the council in a letter Monday that he supports the right of workers to unionize but has concerns about the bill. Murray worried about the unknown costs of administering the measure, the burden of rulemaking on city staff and the potential costs of defending it court.\u003c/p>\n\u003cfigure id=\"attachment_10794695\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/TNCDriver.jpg\" alt=\"Tevita Vainuku, 59, fiddles with his smartphone as he prepares to pick up his next Lyft customer on Aug. 31, 2015. Vainuku drives for Lyft and Uber six days a week.\" width=\"1920\" height=\"1189\" class=\"size-full wp-image-10794695\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/12/TNCDriver.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/TNCDriver-400x248.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/TNCDriver-800x495.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/TNCDriver-768x476.jpg 768w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/TNCDriver-1440x892.jpg 1440w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/TNCDriver-1180x731.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/TNCDriver-960x595.jpg 960w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Tevita Vainuku, 59, fiddles with his smartphone as he prepares to pick up his next Lyft customer on Aug. 31, 2015. Vainuku drives for Lyft and Uber six days a week. \u003ccite>(Ericka Cruz Guevarra/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Uber has about 400,000 drivers nationwide with about 10,000 in Seattle. Its rival, Lyft, also has thousands of drivers in Seattle but declined to give a specific number.\u003c/p>\n\u003cp>Legal experts have been mixed on how the bill would be challenged in court, including whether the ordinance violates antitrust laws because it would allow drivers to get together and set rates.\u003c/p>\n\u003cp>Uber is \u003ca href=\"http://ww2.kqed.org/news/2015/12/10/uber-drivers-class-action-lawsuit-expanded\" target=\"_blank\">facing a class-action lawsuit\u003c/a> in federal court in California over worker classification. The plaintiffs named in the suit say they are Uber employees, not independent contractors, and have been shortchanged on expenses and tips.\u003c/p>\n\u003cp>Uber and Lyft say drivers have flexibility in deciding when they work and how many hours, and many chose to drive to supplement their income. But drivers don't have a say in rate changes, can be deactivated at will and don't have access to worker protections such as sick leave and minimum wage laws, Dawn Gearhart, a representative with Teamsters Local 117.\u003c/p>\n\u003cp>Under the proposed ordinance, the city will give certified nonprofit organizations a list of eligible drivers at each company, and the groups must show that a majority of drivers of each company want representation. The organizations would then bargain on behalf of those drivers.\u003c/p>\n\u003cp>\"This is amazing,\" said Saad Melouchi, 30, who drives for Uber. \"I'm so happy for myself and for other drivers.\"\u003c/p>\n\u003cp>He said he would like to bargain over safety, living wage and other issues.\u003c/p>\n\u003cp>Some for-hire drivers who spoke at the public hearing urged the council to hold off on the legislation, saying they didn't have a voice in the process.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The Teamsters Union Local 117 also celebrated the vote, while the National Right To Work Legal Foundation criticized it as a violation of drivers' rights.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Seattle on Monday became the first city in the nation to allow drivers of ride-hailing companies such as Uber and Lyft to unionize over pay and working conditions.\u003c/p>\n\u003cp>Supporters erupted into cheers after the City Council voted 8-0 in favor of the legislation, which is seen as a test case for the changing 21st century workforce. The companies strongly oppose it, and several council members acknowledged there would be legal challenges ahead but said it was worth doing.\u003c/p>\n\u003caside class=\"pullquote alignright\">'My intent is to make sure that the people, the drivers, the workers in our community continue to have access to good wage jobs.'\u003ccite>Seattle Councilmember Mike O’Brien\u003c/cite>\u003c/aside>\n\u003cp>The measure requires companies that hire or contract with drivers of taxis, for-hire transportation companies and app-based ride-hailing services to bargain with their drivers, if a majority shows they want to be represented. Drivers would be represented by nonprofit organizations certified by the city.\u003c/p>\n\u003cp>Seattle has been a national leader on workers' rights, such as gradually raising the minimum wage to $15 and requiring most employers to provide paid sick leave.\u003c/p>\n\u003cp>\"My intent is to make sure that the people, the drivers, the workers in our community continue to have access to good wage jobs,\" Councilmember Mike O'Brien said. He added innovation can continue to happen, but it shouldn't be done at the expense of workers.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Many drivers in Seattle are immigrants who depend on full-time work, but some make less than minimum wage and lack basic worker rights, such as sick leave and protection from retaliation, he said.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>The National Labor Relations Act does not extend collective bargaining rights to independent contractors.\u003c/p>\n\u003cp>San Francisco-based Uber and others say federal labor law prevents cities from regulating collective bargaining, and the ordinance would violate federal antitrust laws. Opponents also argue it would be costly for the city to implement, it would violate drivers' privacy since their information would be given to the organization, and it would stifle the growth of the on-demand economy.\u003c/p>\n\u003cp>In a response to a request for a comment on the legislation, Uber said in a statement Monday it is \"creating new opportunities for many people to earn a better living on their own time and their own terms.\"\u003c/p>\n\u003cp>San Francisco-based Lyft urged the mayor and council to reconsider the measure and listen to those who seek the flexible economic opportunity the company offers.\u003c/p>\n\u003cp>\"Unfortunately, the ordinance passed today threatens the privacy of drivers, imposes substantial costs on passengers and the city, and conflicts with longstanding federal law,\" Lyft's statement said.\u003c/p>\n\u003cp>Charlotte Garden, an assistant law professor at Seattle University, said it's a \"virtual certainty\" that the ordinance will be challenged in court if it's enacted.\u003c/p>\n\u003cp>\"I anticipate that other cities will consider similar measures, but they may wait to see whether the ordinance survives review by a federal court,\" she said.\u003c/p>\n\u003cp>Meanwhile, Mayor Ed Murray told the council in a letter Monday that he supports the right of workers to unionize but has concerns about the bill. Murray worried about the unknown costs of administering the measure, the burden of rulemaking on city staff and the potential costs of defending it court.\u003c/p>\n\u003cfigure id=\"attachment_10794695\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/TNCDriver.jpg\" alt=\"Tevita Vainuku, 59, fiddles with his smartphone as he prepares to pick up his next Lyft customer on Aug. 31, 2015. Vainuku drives for Lyft and Uber six days a week.\" width=\"1920\" height=\"1189\" class=\"size-full wp-image-10794695\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/12/TNCDriver.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/TNCDriver-400x248.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/TNCDriver-800x495.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/TNCDriver-768x476.jpg 768w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/TNCDriver-1440x892.jpg 1440w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/TNCDriver-1180x731.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/TNCDriver-960x595.jpg 960w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Tevita Vainuku, 59, fiddles with his smartphone as he prepares to pick up his next Lyft customer on Aug. 31, 2015. Vainuku drives for Lyft and Uber six days a week. \u003ccite>(Ericka Cruz Guevarra/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Uber has about 400,000 drivers nationwide with about 10,000 in Seattle. Its rival, Lyft, also has thousands of drivers in Seattle but declined to give a specific number.\u003c/p>\n\u003cp>Legal experts have been mixed on how the bill would be challenged in court, including whether the ordinance violates antitrust laws because it would allow drivers to get together and set rates.\u003c/p>\n\u003cp>Uber is \u003ca href=\"http://ww2.kqed.org/news/2015/12/10/uber-drivers-class-action-lawsuit-expanded\" target=\"_blank\">facing a class-action lawsuit\u003c/a> in federal court in California over worker classification. The plaintiffs named in the suit say they are Uber employees, not independent contractors, and have been shortchanged on expenses and tips.\u003c/p>\n\u003cp>Uber and Lyft say drivers have flexibility in deciding when they work and how many hours, and many chose to drive to supplement their income. But drivers don't have a say in rate changes, can be deactivated at will and don't have access to worker protections such as sick leave and minimum wage laws, Dawn Gearhart, a representative with Teamsters Local 117.\u003c/p>\n\u003cp>Under the proposed ordinance, the city will give certified nonprofit organizations a list of eligible drivers at each company, and the groups must show that a majority of drivers of each company want representation. The organizations would then bargain on behalf of those drivers.\u003c/p>\n\u003cp>\"This is amazing,\" said Saad Melouchi, 30, who drives for Uber. \"I'm so happy for myself and for other drivers.\"\u003c/p>\n\u003cp>He said he would like to bargain over safety, living wage and other issues.\u003c/p>\n\u003cp>Some for-hire drivers who spoke at the public hearing urged the council to hold off on the legislation, saying they didn't have a voice in the process.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The Teamsters Union Local 117 also celebrated the vote, while the National Right To Work Legal Foundation criticized it as a violation of drivers' rights.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Two days after a San Francisco federal judge \u003ca href=\"http://ww2.kqed.org/news/2015/12/10/uber-drivers-class-action-lawsuit-expanded\" target=\"_blank\">expanded a lawsuit\u003c/a> by California drivers against Uber, the company sent out a new arbitration agreement that an attorney alleges is an attempt to \"potentially trick\" drivers into opting out of the class action.\u003c/p>\n\u003cp>Shannon Liss-Riordan, who filed the suit on behalf of drivers seeking to be classified as employees rather than independent contractors, wrote that she received between 100-200 inquiries from Uber drivers \"who have expressed confusion and dismay about the new agreement.\"\u003c/p>\n\u003cp>She filed a motion Friday asking U.S. District Judge Edward Chen to invalidate it.\u003c/p>\n\u003cp>\"Uber has attempted to usurp this Court's role of overseeing the process of issuing class notice and allowing drivers to have a full and fair opportunity, supervised by the Court, to learn about the case and choose whether or not to participate or opt out,\" the motion read.\u003c/p>\n\u003cp>Last Wednesday, Chen agreed to expand the suit to include drivers who signed recent arbitration clauses, which Liss-Riordan said would include \"many more thousands\" of drivers in the suit.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>[contextly_sidebar id=\"Dt3CpiEyhq9gvdXnR3PAkgUsEsDajHPJ\"]\u003c/p>\n\u003cp>Chen ruled the clause was unenforceable because it contained an illegal waiver for PAGA, the Private Attorney General Act, which allows a private citizen to sue on behalf of the state for labor code violations.\u003c/p>\n\u003cp>Uber officials say the company sent out a new agreement that clears this up and addresses Chen's concerns.\u003c/p>\n\u003cp>\"We believe strongly that our agreements are valid, but we are making some changes and clarifications to remove uncertainty for drivers and for us as we work through our multiple appeals on this issue,\" said an Uber spokesman.\u003c/p>\n\u003cp>The new 21-page contract was emailed to all Uber drivers on Friday. They are required to sign it before they can use the app and drive, the spokesman said, noting that drivers have 30 days to opt out of the arbitration clause.\u003c/p>\n\u003cp>But Liss-Riordan, in her motion, wrote that Uber's agreements \"mention nothing about class certification\" and give only a passing reference to the class-action lawsuit.\u003c/p>\n\u003cp>\"Drivers receiving the agreement would not realize that they are class members in this case, or that by agreeing and failing to opt out of the arbitration agreement, they may be giving up their right to participate,\" she wrote.\u003c/p>\n\u003cp>The class-action suit could potentially affect up to 160,000 Uber drivers in California, and if successful would mean drivers could be reimbursed for expenses.\u003c/p>\n\u003cp>Uber's lawyers say they informed Chen of the new agreements in court last week during a hearing in a different case involving Uber, and he \"understood both the need for Uber to send out new agreements in light of its rulings and why the planned rollout made sense.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>A hearing on the case is set for Thursday afternoon in Chen's courtroom.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Two days after a San Francisco federal judge \u003ca href=\"http://ww2.kqed.org/news/2015/12/10/uber-drivers-class-action-lawsuit-expanded\" target=\"_blank\">expanded a lawsuit\u003c/a> by California drivers against Uber, the company sent out a new arbitration agreement that an attorney alleges is an attempt to \"potentially trick\" drivers into opting out of the class action.\u003c/p>\n\u003cp>Shannon Liss-Riordan, who filed the suit on behalf of drivers seeking to be classified as employees rather than independent contractors, wrote that she received between 100-200 inquiries from Uber drivers \"who have expressed confusion and dismay about the new agreement.\"\u003c/p>\n\u003cp>She filed a motion Friday asking U.S. District Judge Edward Chen to invalidate it.\u003c/p>\n\u003cp>\"Uber has attempted to usurp this Court's role of overseeing the process of issuing class notice and allowing drivers to have a full and fair opportunity, supervised by the Court, to learn about the case and choose whether or not to participate or opt out,\" the motion read.\u003c/p>\n\u003cp>Last Wednesday, Chen agreed to expand the suit to include drivers who signed recent arbitration clauses, which Liss-Riordan said would include \"many more thousands\" of drivers in the suit.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>Chen ruled the clause was unenforceable because it contained an illegal waiver for PAGA, the Private Attorney General Act, which allows a private citizen to sue on behalf of the state for labor code violations.\u003c/p>\n\u003cp>Uber officials say the company sent out a new agreement that clears this up and addresses Chen's concerns.\u003c/p>\n\u003cp>\"We believe strongly that our agreements are valid, but we are making some changes and clarifications to remove uncertainty for drivers and for us as we work through our multiple appeals on this issue,\" said an Uber spokesman.\u003c/p>\n\u003cp>The new 21-page contract was emailed to all Uber drivers on Friday. They are required to sign it before they can use the app and drive, the spokesman said, noting that drivers have 30 days to opt out of the arbitration clause.\u003c/p>\n\u003cp>But Liss-Riordan, in her motion, wrote that Uber's agreements \"mention nothing about class certification\" and give only a passing reference to the class-action lawsuit.\u003c/p>\n\u003cp>\"Drivers receiving the agreement would not realize that they are class members in this case, or that by agreeing and failing to opt out of the arbitration agreement, they may be giving up their right to participate,\" she wrote.\u003c/p>\n\u003cp>The class-action suit could potentially affect up to 160,000 Uber drivers in California, and if successful would mean drivers could be reimbursed for expenses.\u003c/p>\n\u003cp>Uber's lawyers say they informed Chen of the new agreements in court last week during a hearing in a different case involving Uber, and he \"understood both the need for Uber to send out new agreements in light of its rulings and why the planned rollout made sense.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>A hearing on the case is set for Thursday afternoon in Chen's courtroom.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>A class-action lawsuit against Uber by drivers who claim they are employees and not independent contractors will be expanded to include thousands of additional drivers, a federal judge ruled Wednesday.\u003c/p>\n\u003cp>Judge Edward Chen \u003ca href=\"http://ww2.kqed.org/news/2015/09/01/judge-certifies-uber-drivers-lawsuit-as-a-class-action\" target=\"_blank\">certified the lawsuit as a class action in September\u003c/a>, but excluded drivers who signed recent contracts and did not opt out of an arbitration agreement.\u003c/p>\n\u003cp>At the time, an Uber spokeswoman interpreted the certification as affecting only \"a tiny fraction of the class that the plaintiffs were seeking.”\u003c/p>\n\u003cp>But Chen said the arbitration clause is unenforceable and expanded the suit to include all UberBlack, UberX and UberSUV drivers who signed up to drive with the company at any time since 2009. Limousine drivers were not included.\u003c/p>\n\u003cp>The judge also certified as a class action the drivers' attempt to get reimbursed for vehicle-related and cellphone expenses.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Shannon Liss-Riordan, the Boston labor attorney who filed the suit, said drivers who signed recent contracts \"unknowingly\" accepted the arbitration clause. She called Chen's ruling significant and said it \"will allow many thousands more Uber drivers to be covered by this case.\"\u003c/p>\n\u003cp>The suit could affect up to 160,000 Uber drivers in California and, if successful, potentially up-end the company's business model of relying on independent contractors who pay their own expenses.\u003c/p>\n\u003cp>The drivers argue they should be classified as employees. That would require Uber to withhold taxes and pay for unemployment, Social Security and workers' compensation.\u003c/p>\n\u003cp>In a written statement, an Uber spokeswoman said the company would immediately appeal Chen's ruling.\u003c/p>\n\u003cp>\"As employees, drivers would lose the personal flexibility they value most -- they would have set shifts, earn a fixed hourly wage and be unable to use other ridesharing apps,\" she said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>A jury trial in the case has been set for June.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A class-action lawsuit against Uber by drivers who claim they are employees and not independent contractors will be expanded to include thousands of additional drivers, a federal judge ruled Wednesday.\u003c/p>\n\u003cp>Judge Edward Chen \u003ca href=\"http://ww2.kqed.org/news/2015/09/01/judge-certifies-uber-drivers-lawsuit-as-a-class-action\" target=\"_blank\">certified the lawsuit as a class action in September\u003c/a>, but excluded drivers who signed recent contracts and did not opt out of an arbitration agreement.\u003c/p>\n\u003cp>At the time, an Uber spokeswoman interpreted the certification as affecting only \"a tiny fraction of the class that the plaintiffs were seeking.”\u003c/p>\n\u003cp>But Chen said the arbitration clause is unenforceable and expanded the suit to include all UberBlack, UberX and UberSUV drivers who signed up to drive with the company at any time since 2009. Limousine drivers were not included.\u003c/p>\n\u003cp>The judge also certified as a class action the drivers' attempt to get reimbursed for vehicle-related and cellphone expenses.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Shannon Liss-Riordan, the Boston labor attorney who filed the suit, said drivers who signed recent contracts \"unknowingly\" accepted the arbitration clause. She called Chen's ruling significant and said it \"will allow many thousands more Uber drivers to be covered by this case.\"\u003c/p>\n\u003cp>The suit could affect up to 160,000 Uber drivers in California and, if successful, potentially up-end the company's business model of relying on independent contractors who pay their own expenses.\u003c/p>\n\u003cp>The drivers argue they should be classified as employees. That would require Uber to withhold taxes and pay for unemployment, Social Security and workers' compensation.\u003c/p>\n\u003cp>In a written statement, an Uber spokeswoman said the company would immediately appeal Chen's ruling.\u003c/p>\n\u003cp>\"As employees, drivers would lose the personal flexibility they value most -- they would have set shifts, earn a fixed hourly wage and be unable to use other ridesharing apps,\" she said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>A jury trial in the case has been set for June.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "New California Data on Ride Services Reveal Rise in Collisions and Incidents",
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"content": "\u003cp>State regulators have analyzed and released a tiny glimpse of data submitted by Uber, Lyft and other companies -- information the firms have carefully guarded because they claim it would reveal trade secrets.\u003c/p>\n\u003cp>A report on some of the data was presented at a Nov. 5th meeting of the California Public Utilities Commission. While the analysis doesn’t size up how transportation network companies (TNC) are complying with state regulations overall, it does provide a snapshot of the volume of trips and growth of ride services over the past two years.\u003c/p>\n\u003cp>The aggregated data confirm steady month-by-month growth of transportation network companies in California, amounting to a total of 612.6 million miles driven over the two-year period from September 2013 to September 2015. Rides during that time generated about $1.6 billion in fares.\u003c/p>\n\u003cp>The numbers may sound large, but when compared with overall vehicle trips in California, they still represent a relatively small slice of the pie, according to Juan Matute, associate director of UCLA's Institute of Transportation Studies.\u003c/p>\n\u003cp>The report combines data from UberX, Lyft, Sidecar, Summon, Wings and Shuddle. It doesn’t include numbers that might tell how ride services are serving passengers with disabilities and people who live in disadvantaged communities.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"The reason we didn’t provide charts on all the data [is] we’re still evaluating the data and communicating with some of the companies on some of the data issues,\" Valerie Kao of the CPUC's Safety and Enforcement Division told the commission.\u003c/p>\n\u003cp>\u003cstrong>Collisions\u003c/strong>\u003c/p>\n\u003cp>The numbers indicate collisions and incidents involving ride service drivers are climbing.\u003c/p>\n\u003cp>\"If it’s normalized by miles driven, you’d expect the number of incidents to be somewhat stable over time,\" said Matute. The increase is concerning, he said, \"because that would be indicative of TNCs being less safe as they scale up.\"\u003c/p>\n\u003cp>Kao, the CPUC’s analyst, said most of the incidents were minor fender benders or rear-end collisions. The report listed the number of \"incidents/collisions\" involving pedestrians and bicyclists, though it did not highlight how many involved injuries or deaths.\u003c/p>\n\u003cp>More than 300 of the “incidents” involved passengers opening doors into traffic. Ninety collisions were doorings of people on bikes, skateboards, motorcycles and scooters. The report counted 200 incidents where a bicyclist or pedestrian was \"struck,\" or \"made contact with\" or \"involved.\" And it added this detail: Drivers “rolled over” passengers’ feet 100 times.\u003c/p>\n\u003cp>Currently, the report says, more than 30,000 new drivers are being trained every month by the TNCs, although Kao said that number is probably overstated because it doesn't reflect inactive drivers, or drivers who work for both Uber and Lyft, for example.\u003c/p>\n\u003cp>At the meeting, Commissioner Catherine Sandoval, who noted that a driver once hit her while she was walking, said pedestrian and bicyclist safety training should be included.\u003c/p>\n\u003cp>“I think that having some training around this area would be very important. There are areas like San Francisco that are known hot zones for these collisions,” she said.\u003c/p>\n\u003cp>In 2013, an Uber driver was charged with vehicular manslaughter for hitting and killing 6-year-old \u003ca href=\"http://ww2.kqed.org/news/tag/sophia-liu\">Sofia Liu\u003c/a> as she and her family were walking in a crosswalk on San Francisco’s Polk Street. In July, Uber settled a lawsuit with the Liu family.\u003c/p>\n\u003cp>The data say Uber paid an average insurance amount of $6,500 per incident. It did not indicate fault in the incidents and collisions. CPUC officials did not immediately respond to questions about the data.\u003c/p>\n\u003cp>\u003cstrong>Evening Rides\u003c/strong>\u003c/p>\n\u003cp>More than 30 percent of all trips were taken in the evening, between 7 and 10 p.m., an indication that many are using the services for social outings, said Matute.\u003c/p>\n\u003cp>\"People are using transportation network companies after the peak hours for transit service, when it's dark, when they might not feel comfortable bicycling,\" said Matute.\u003c/p>\n\u003cp>What was most interesting about the data to Matute was that 30 percent of rides were 3 miles and under, and nearly half of all trips cost $10 or less.\u003c/p>\n\u003cp>\"That showed me that they were primarily trips where biking could have potentially been a viable option. They might be trips where transit wouldn't be a viable option,\" said Matute, who added it's also possible short trips may have combined transit and ride services.\u003c/p>\n\u003cp>\u003cstrong>Uber 'Defied' Requirements\u003c/strong>\u003c/p>\n\u003cp>Some of the data, according to regulators, was difficult to get from the largest transportation network company, Uber, which was threatened in July with suspension and a $7 million fine by an administrative law judge for failing to meet all the reporting requirements.\u003c/p>\n\u003cp>When it came to submitting detailed data by Zip code, regulators say what Uber submitted was “useless” and “suffered from a serious lack of precision.” The company argued the data would reveal trade secrets, offering competitors clues on where to expand “without conducting market research.” CPUC representatives stressed in emails that they could not legally release the data.\u003c/p>\n\u003cp>Uber has since complied with all the data requirements, except for one, after it exhibited “outright defiance,” regulators alleged in September, in \u003ca href=\"http://docs.cpuc.ca.gov/PublishedDocs/Efile/G000/M154/K658/154658066.PDF\" target=\"_blank\">a written response\u003c/a> to the company’s appeal.\u003c/p>\n\u003cp>Regulators said Uber submitted explanations that weren’t adequate for analysts to identify the cause of certain incidents in its report on problems with drivers. But they agreed to suspend daily fines for Uber until the full commission provides guidance on “what constitutes an adequate explanation of ‘cause.’ ”\u003c/p>\n\u003cp>An administrative law judge is currently reviewing Uber's appeal, according to a CPUC spokesman.\u003c/p>\n\u003cp>\u003cstrong>More Data Needed\u003c/strong>\u003c/p>\n\u003cp>Experts say more data and even user surveys will be needed to assess what impact ride services are having on Californians' transportation habits and the environment. Transportation agencies, in particular, are eager to assess the data to see if ride services are causing people to shift modes, using it as the first and last mile to transit, among other things.\u003c/p>\n\u003cp>But so far, ride service companies and the CPUC have been slow to release useful data, though Lyft has released heat maps and other information to the San Francisco County Transportation Authority and the Southern California Association of Governments.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe class=\"scribd_iframe_embed\" src=\"https://www.scribd.com/embeds/289290946/content?start_page=1&view_mode=scroll&show_recommendations=true\" data-auto-height=\"false\" data-aspect-ratio=\"undefined\" scrolling=\"no\" id=\"doc_66440\" width=\"100%\" height=\"600\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>State regulators have analyzed and released a tiny glimpse of data submitted by Uber, Lyft and other companies -- information the firms have carefully guarded because they claim it would reveal trade secrets.\u003c/p>\n\u003cp>A report on some of the data was presented at a Nov. 5th meeting of the California Public Utilities Commission. While the analysis doesn’t size up how transportation network companies (TNC) are complying with state regulations overall, it does provide a snapshot of the volume of trips and growth of ride services over the past two years.\u003c/p>\n\u003cp>The aggregated data confirm steady month-by-month growth of transportation network companies in California, amounting to a total of 612.6 million miles driven over the two-year period from September 2013 to September 2015. Rides during that time generated about $1.6 billion in fares.\u003c/p>\n\u003cp>The numbers may sound large, but when compared with overall vehicle trips in California, they still represent a relatively small slice of the pie, according to Juan Matute, associate director of UCLA's Institute of Transportation Studies.\u003c/p>\n\u003cp>The report combines data from UberX, Lyft, Sidecar, Summon, Wings and Shuddle. It doesn’t include numbers that might tell how ride services are serving passengers with disabilities and people who live in disadvantaged communities.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"The reason we didn’t provide charts on all the data [is] we’re still evaluating the data and communicating with some of the companies on some of the data issues,\" Valerie Kao of the CPUC's Safety and Enforcement Division told the commission.\u003c/p>\n\u003cp>\u003cstrong>Collisions\u003c/strong>\u003c/p>\n\u003cp>The numbers indicate collisions and incidents involving ride service drivers are climbing.\u003c/p>\n\u003cp>\"If it’s normalized by miles driven, you’d expect the number of incidents to be somewhat stable over time,\" said Matute. The increase is concerning, he said, \"because that would be indicative of TNCs being less safe as they scale up.\"\u003c/p>\n\u003cp>Kao, the CPUC’s analyst, said most of the incidents were minor fender benders or rear-end collisions. The report listed the number of \"incidents/collisions\" involving pedestrians and bicyclists, though it did not highlight how many involved injuries or deaths.\u003c/p>\n\u003cp>More than 300 of the “incidents” involved passengers opening doors into traffic. Ninety collisions were doorings of people on bikes, skateboards, motorcycles and scooters. The report counted 200 incidents where a bicyclist or pedestrian was \"struck,\" or \"made contact with\" or \"involved.\" And it added this detail: Drivers “rolled over” passengers’ feet 100 times.\u003c/p>\n\u003cp>Currently, the report says, more than 30,000 new drivers are being trained every month by the TNCs, although Kao said that number is probably overstated because it doesn't reflect inactive drivers, or drivers who work for both Uber and Lyft, for example.\u003c/p>\n\u003cp>At the meeting, Commissioner Catherine Sandoval, who noted that a driver once hit her while she was walking, said pedestrian and bicyclist safety training should be included.\u003c/p>\n\u003cp>“I think that having some training around this area would be very important. There are areas like San Francisco that are known hot zones for these collisions,” she said.\u003c/p>\n\u003cp>In 2013, an Uber driver was charged with vehicular manslaughter for hitting and killing 6-year-old \u003ca href=\"http://ww2.kqed.org/news/tag/sophia-liu\">Sofia Liu\u003c/a> as she and her family were walking in a crosswalk on San Francisco’s Polk Street. In July, Uber settled a lawsuit with the Liu family.\u003c/p>\n\u003cp>The data say Uber paid an average insurance amount of $6,500 per incident. It did not indicate fault in the incidents and collisions. CPUC officials did not immediately respond to questions about the data.\u003c/p>\n\u003cp>\u003cstrong>Evening Rides\u003c/strong>\u003c/p>\n\u003cp>More than 30 percent of all trips were taken in the evening, between 7 and 10 p.m., an indication that many are using the services for social outings, said Matute.\u003c/p>\n\u003cp>\"People are using transportation network companies after the peak hours for transit service, when it's dark, when they might not feel comfortable bicycling,\" said Matute.\u003c/p>\n\u003cp>What was most interesting about the data to Matute was that 30 percent of rides were 3 miles and under, and nearly half of all trips cost $10 or less.\u003c/p>\n\u003cp>\"That showed me that they were primarily trips where biking could have potentially been a viable option. They might be trips where transit wouldn't be a viable option,\" said Matute, who added it's also possible short trips may have combined transit and ride services.\u003c/p>\n\u003cp>\u003cstrong>Uber 'Defied' Requirements\u003c/strong>\u003c/p>\n\u003cp>Some of the data, according to regulators, was difficult to get from the largest transportation network company, Uber, which was threatened in July with suspension and a $7 million fine by an administrative law judge for failing to meet all the reporting requirements.\u003c/p>\n\u003cp>When it came to submitting detailed data by Zip code, regulators say what Uber submitted was “useless” and “suffered from a serious lack of precision.” The company argued the data would reveal trade secrets, offering competitors clues on where to expand “without conducting market research.” CPUC representatives stressed in emails that they could not legally release the data.\u003c/p>\n\u003cp>Uber has since complied with all the data requirements, except for one, after it exhibited “outright defiance,” regulators alleged in September, in \u003ca href=\"http://docs.cpuc.ca.gov/PublishedDocs/Efile/G000/M154/K658/154658066.PDF\" target=\"_blank\">a written response\u003c/a> to the company’s appeal.\u003c/p>\n\u003cp>Regulators said Uber submitted explanations that weren’t adequate for analysts to identify the cause of certain incidents in its report on problems with drivers. But they agreed to suspend daily fines for Uber until the full commission provides guidance on “what constitutes an adequate explanation of ‘cause.’ ”\u003c/p>\n\u003cp>An administrative law judge is currently reviewing Uber's appeal, according to a CPUC spokesman.\u003c/p>\n\u003cp>\u003cstrong>More Data Needed\u003c/strong>\u003c/p>\n\u003cp>Experts say more data and even user surveys will be needed to assess what impact ride services are having on Californians' transportation habits and the environment. Transportation agencies, in particular, are eager to assess the data to see if ride services are causing people to shift modes, using it as the first and last mile to transit, among other things.\u003c/p>\n\u003cp>But so far, ride service companies and the CPUC have been slow to release useful data, though Lyft has released heat maps and other information to the San Francisco County Transportation Authority and the Southern California Association of Governments.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe class=\"scribd_iframe_embed\" src=\"https://www.scribd.com/embeds/289290946/content?start_page=1&view_mode=scroll&show_recommendations=true\" data-auto-height=\"false\" data-aspect-ratio=\"undefined\" scrolling=\"no\" id=\"doc_66440\" width=\"100%\" height=\"600\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003cem>Updated 3:15 p.m.\u003c/em>\u003c/p>\n\u003cp>A reported attempted kidnapping by the driver of a Lyft car last night in San Francisco was a misunderstanding between the hard-of-hearing driver and his passenger, according to police, who say they're no longer investigating the incident.\u003c/p>\n\u003cp>The driver picked up the woman on Corbett Avenue near Mars Street at around 11:20 p.m. Police Department spokesman Officer Albie Esparza said the woman jumped out of the car, a silver Nissan Quest, when the driver headed in the opposite direction of the one she'd requested. The woman suffered a broken ankle.\u003c/p>\n\u003cp>Esparza said Friday afternoon that officers were able to reach the driver via TTY telephone -- a special telephone for the deaf.\u003c/p>\n\u003cp>\"He never heard her say anything,\" Esparza said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The non-kidnapping was one of two incidents associated with ride-service firms that took place in the city overnight.\u003c/p>\n\u003cp>In the second overnight incident, a man carjacked an Uber driver in the city's Glen Park neighborhood early Friday morning.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Police said the Uber driver was picking up a passenger on Monterey Boulevard and Diamond Street around 3:20 a.m. when a man opened the driver door and ordered the driver and a passenger out of the white Toyota Prius. The suspect, described only as a black male in his 20s, drove off, police said.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated 3:15 p.m.\u003c/em>\u003c/p>\n\u003cp>A reported attempted kidnapping by the driver of a Lyft car last night in San Francisco was a misunderstanding between the hard-of-hearing driver and his passenger, according to police, who say they're no longer investigating the incident.\u003c/p>\n\u003cp>The driver picked up the woman on Corbett Avenue near Mars Street at around 11:20 p.m. Police Department spokesman Officer Albie Esparza said the woman jumped out of the car, a silver Nissan Quest, when the driver headed in the opposite direction of the one she'd requested. The woman suffered a broken ankle.\u003c/p>\n\u003cp>Esparza said Friday afternoon that officers were able to reach the driver via TTY telephone -- a special telephone for the deaf.\u003c/p>\n\u003cp>\"He never heard her say anything,\" Esparza said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>San Francisco transportation officials adopted an alcohol and drug testing program for the city's 5,500 taxicab drivers Tuesday, but opted against complying with federal and state regulations that require drivers to be suspended if they test positive for marijuana.\u003c/p>\n\u003cp>The San Francisco Municipal Transportation Agency board of directors unanimously approved \u003ca href=\"https://www.sfmta.com/sites/default/files/agendaitems/2015/10-20-15%20Item%2012%20Taxi%20Driver%20Drug%20and%20Alcohol%20Testing%20Policy.pdf\">the new policy\u003c/a>, but amended it so that drivers who do test positive for marijuana would keep their taxi permits if they show a valid medical marijuana recommendation from a doctor.\u003c/p>\n\u003cp>Under the policy, taxi drivers must submit to drug and alcohol tests when they apply for taxi permits, renew the permits annually or get in a collision. They'll also be tested in cases where there's a \"reasonable suspicion\" that they're inebriated or intoxicated, said Kate Toran, the head of the SFMTA's taxi services division. A positive drug or alcohol test could lead to a suspension or a driver's permit could be revoked.\u003c/p>\n\u003cp>The city has been out of compliance with state regulations adopted in 1996 that require alcohol and drug testing of taxicab drivers. The new policy, which took six years to craft, would put the city \"mostly in compliance,\" said Toran.\u003c/p>\n\u003cp>Several taxi drivers testified that the policy, as originally proposed, was another example of how the cab industry is competing on an uneven playing field with ride services such as Uber and Lyft.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Drivers for transportation network companies, regulated by the California Public Utilities Commission, are not required to undergo the same kind of substance abuse testing and don't have to comply with more stringent local regulations. Limousine drivers, also regulated by the CPUC, are required to undergo drug testing similar to the SFMTA's new program.\u003c/p>\n\u003cp>In an interview, Hansu Kim, CEO of Flywheel Taxi, said the marijuana component would have put up another barrier of entry for taxi drivers and would have potentially caused more taxi drivers to defect to Uber or Lyft.\u003c/p>\n\u003cp>\"You have people driving for Uber and Lyft who don't have to go through that filter of accountability. That's what I worry about,\" said Kim, who added that he has never had a driver who's been arrested for marijuana impairment. \"We believe in drug testing, and we want to make sure our drivers are not taking hard drugs.\"\u003c/p>\n\u003cp>One taxi driver testified she uses medical marijuana for back pain and suspects many others use it to cope with similar ailments caused by driving for long periods of time.\u003c/p>\n\u003cp>Dale Gieringer, executive director of the California chapter of the National Organization for the Reform of Marijuana Laws, said the board should be skeptical about drug testing.\u003c/p>\n\u003cp>\"Drug testing does not check for actual impairment. It tests for past use of drugs,\" he testified. \"There's not one study that says drug urine testing improves driving or workplace safety. There are many studies that show people who test positive for marijuana are no more dangerous than regular drivers.\"\u003c/p>\n\u003cp>The vote to exempt medical marijuana users was 4-2, with directors Malcolm Heinicke and Joél Ramos casting no votes. While he agreed testing is \"imprecise,\" Heinicke added that exempting medical marijuana users sent the wrong message about the city's taxi industry.\u003c/p>\n\u003cp>\"If someone is using medical marijuana, whether that's legal or not, they shouldn't be driving a car, especially with other people in it, while under the influence of that marijuana,\" said Heinicke. \"I'm not sure that a recommendation or prescription solves the safety issue.\"\u003c/p>\n\u003cp>Board members agreed that they would like to see a change in state law so that Uber and Lyft drivers are also required to undergo similar testing. A \u003ca href=\"http://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201520160AB24\" target=\"_blank\">bill\u003c/a> by Assemblyman Adrin Nazarian, D-Los Angeles, which seeks tighter regulations on Uber and Lyft and would require random drug testing, is expected to be considered in the next legislative session after \u003ca href=\"http://www.latimes.com/business/technology/la-fi-tn-ab-24-bill-tnc-uber-lyft-20150305-story.html\" target=\"_blank\">failing last year.\u003c/a>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The new drug and alcohol testing program adopted by the SFMTA will be operated by a contractor, Energetix Corp., and cost the agency an estimated $900,000 a year. It's scheduled to take effect in a month.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>San Francisco transportation officials adopted an alcohol and drug testing program for the city's 5,500 taxicab drivers Tuesday, but opted against complying with federal and state regulations that require drivers to be suspended if they test positive for marijuana.\u003c/p>\n\u003cp>The San Francisco Municipal Transportation Agency board of directors unanimously approved \u003ca href=\"https://www.sfmta.com/sites/default/files/agendaitems/2015/10-20-15%20Item%2012%20Taxi%20Driver%20Drug%20and%20Alcohol%20Testing%20Policy.pdf\">the new policy\u003c/a>, but amended it so that drivers who do test positive for marijuana would keep their taxi permits if they show a valid medical marijuana recommendation from a doctor.\u003c/p>\n\u003cp>Under the policy, taxi drivers must submit to drug and alcohol tests when they apply for taxi permits, renew the permits annually or get in a collision. They'll also be tested in cases where there's a \"reasonable suspicion\" that they're inebriated or intoxicated, said Kate Toran, the head of the SFMTA's taxi services division. A positive drug or alcohol test could lead to a suspension or a driver's permit could be revoked.\u003c/p>\n\u003cp>The city has been out of compliance with state regulations adopted in 1996 that require alcohol and drug testing of taxicab drivers. The new policy, which took six years to craft, would put the city \"mostly in compliance,\" said Toran.\u003c/p>\n\u003cp>Several taxi drivers testified that the policy, as originally proposed, was another example of how the cab industry is competing on an uneven playing field with ride services such as Uber and Lyft.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Drivers for transportation network companies, regulated by the California Public Utilities Commission, are not required to undergo the same kind of substance abuse testing and don't have to comply with more stringent local regulations. Limousine drivers, also regulated by the CPUC, are required to undergo drug testing similar to the SFMTA's new program.\u003c/p>\n\u003cp>In an interview, Hansu Kim, CEO of Flywheel Taxi, said the marijuana component would have put up another barrier of entry for taxi drivers and would have potentially caused more taxi drivers to defect to Uber or Lyft.\u003c/p>\n\u003cp>\"You have people driving for Uber and Lyft who don't have to go through that filter of accountability. That's what I worry about,\" said Kim, who added that he has never had a driver who's been arrested for marijuana impairment. \"We believe in drug testing, and we want to make sure our drivers are not taking hard drugs.\"\u003c/p>\n\u003cp>One taxi driver testified she uses medical marijuana for back pain and suspects many others use it to cope with similar ailments caused by driving for long periods of time.\u003c/p>\n\u003cp>Dale Gieringer, executive director of the California chapter of the National Organization for the Reform of Marijuana Laws, said the board should be skeptical about drug testing.\u003c/p>\n\u003cp>\"Drug testing does not check for actual impairment. It tests for past use of drugs,\" he testified. \"There's not one study that says drug urine testing improves driving or workplace safety. There are many studies that show people who test positive for marijuana are no more dangerous than regular drivers.\"\u003c/p>\n\u003cp>The vote to exempt medical marijuana users was 4-2, with directors Malcolm Heinicke and Joél Ramos casting no votes. While he agreed testing is \"imprecise,\" Heinicke added that exempting medical marijuana users sent the wrong message about the city's taxi industry.\u003c/p>\n\u003cp>\"If someone is using medical marijuana, whether that's legal or not, they shouldn't be driving a car, especially with other people in it, while under the influence of that marijuana,\" said Heinicke. \"I'm not sure that a recommendation or prescription solves the safety issue.\"\u003c/p>\n\u003cp>Board members agreed that they would like to see a change in state law so that Uber and Lyft drivers are also required to undergo similar testing. A \u003ca href=\"http://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201520160AB24\" target=\"_blank\">bill\u003c/a> by Assemblyman Adrin Nazarian, D-Los Angeles, which seeks tighter regulations on Uber and Lyft and would require random drug testing, is expected to be considered in the next legislative session after \u003ca href=\"http://www.latimes.com/business/technology/la-fi-tn-ab-24-bill-tnc-uber-lyft-20150305-story.html\" target=\"_blank\">failing last year.\u003c/a>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The new drug and alcohol testing program adopted by the SFMTA will be operated by a contractor, Energetix Corp., and cost the agency an estimated $900,000 a year. It's scheduled to take effect in a month.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Who's Responsible for Your Uber Driver's Health Coverage?",
"title": "Who's Responsible for Your Uber Driver's Health Coverage?",
"headTitle": "KQED Future of You | KQED Science",
"content": "\u003cp>For six months, Eliza Kinrose worked about ten hours a week delivering anything from cupcakes to art supplies to strangers’ homes.\u003c/p>\n\u003cp>Shortly after quitting her steady job as a recruiter, Kinrose, 29, signed up to work for a new San Francisco-based mobile delivery service called \u003ca href=\"https://postmates.com/\">Postmates\u003c/a>. She made about $15 an hour for six months, which was just enough to scrape by until she launched a yoga business.\u003c/p>\n\u003cp>Postmates is just one of an explosion of “gig economy” or “on-demand economy” companies that connect people seeking services with sellers of those services in a few minutes’ time. Those who work for the gig economy do not receive health insurance, or any of the other social protections extended to employees. Unless they are employed elsewhere, they need to find and pay for these protections on their own.\u003c/p>\n\u003cp>But one evening, Kinrose received an email from Postmates about an intriguing free \"perk\" to help her find health insurance called \u003ca href=\"https://www.stridehealth.com/\">Stride Health.\u003c/a>\u003c/p>\n\u003cp>Stride Health is a startup health insurance broker service, which makes recommendations about health plans that are tailored to people's needs. The company offers web and mobile services to assist customers once they've purchased a health plan, including premium payment reminders and guidance on whether they qualify for subsidies. Stride Health also shows customers how much scenarios, like asthma or heart disease, would affect their out of pocket costs.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>San Francisco-based Stride Health is one of many startups taking advantage of new opportunities created by the \u003ca href=\"http://www.hhs.gov/healthcare/rights/\">Affordable Care Act\u003c/a> and the perceived failings of the federal and state marketplaces for individuals to buy health insurance. It is unique, however, in targeting gig economy workers like Kinrose. Uber, Postmates and Taskrabbit, three of the largest gig economy companies, market Stride Health's service to their workers.\u003c/p>\n\u003cfigure id=\"attachment_48816\" class=\"wp-caption alignright\" style=\"max-width: 307px\">\u003cimg class=\" wp-image-48816\" src=\"http://ww2.kqed.org/futureofyou/wp-content/uploads/sites/13/2015/10/uber-sidecar-400x600.jpg\" alt=\"Many workers, like Rick Warren, drive for multiple companies, including Sidecar and Lyft. \" width=\"307\" height=\"461\" srcset=\"https://ww2.kqed.org/app/uploads/sites/13/2015/10/uber-sidecar-400x600.jpg 400w, https://ww2.kqed.org/app/uploads/sites/13/2015/10/uber-sidecar-787x1180.jpg 787w, https://ww2.kqed.org/app/uploads/sites/13/2015/10/uber-sidecar-1180x1770.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/13/2015/10/uber-sidecar-960x1440.jpg 960w, https://ww2.kqed.org/app/uploads/sites/13/2015/10/uber-sidecar.jpg 1280w\" sizes=\"(max-width: 307px) 100vw, 307px\">\u003cfigcaption class=\"wp-caption-text\">Many workers, like Rick Warren, drive for multiple companies, including Sidecar and Lyft.\u003c/figcaption>\u003c/figure>\n\u003cp>Stride Health's involvement with the gig economy may signal a shift in attitudes and priorities. According to Stride Health CEO Noah Lang, Uber and the rest are starting to care about the needs of their workers. \"They want to make sure people don't end up in a tough spot by forgoing coverage,\" he said.\u003c/p>\n\u003cp>But critics of the gig economy say Stride Health is a bandaid solution, as workers are still on the hook to pay for their own health insurance.\u003c/p>\n\u003cp>“When we have a jobs-based social welfare system, some people get a combination of health care, disability and more,” said Ken Jacobs, chair of the Labor Center at UC Berkeley, who specializes in health care coverage and public policy. “In a world where people are operating separately from that, the safety net goes away.\"\u003c/p>\n\u003cp>\u003cstrong>How Big Is the Gig Economy, Really?\u003c/strong>\u003c/p>\n\u003cp>In cities across the United States, anyone with a smartphone can order a meal from Postmates, a ride to work via Lyft or Uber, groceries on Instacart or a home cleaning on Handy. These services are so pervasive, with billions in total sales as a group that it’s hard to believe they only sprung up in the past five years.\u003c/p>\n\u003caside class=\"pullquote alignright\">“These marketplaces care about growing and maintaining their labor pool. But at the same time, they have to minimize their risks by not stepping over any of the lines.”\u003cbr>\n\u003ccite>Noah Lang, Stride Health cofounder and CEO\u003c/cite>\u003c/aside>\n\u003cp>The on-demand economy has been hailed as the next big thing, but labor economists say it still hasn’t made much of a dent in the overall U.S. economy. The idea may be disruptive to the status quo, but the most recent data suggests that Americans are no less likely to be self-employed than a decade ago.\u003c/p>\n\u003cp>“The gig economy currently is not really even big enough to show up in the [national economic] data,” said Jacobs. “And unfortunately, we don’t yet have a good sense of how big it will be.”\u003c/p>\n\u003cp>One promising trend, according to Jacobs, is that the companies are starting to release more data on their workers. In 2014, Uber collaborated with Princeton University economist Alan Kreuger on a report that determined the company had 160,000 “driver partners” in the United States. By contrast, the Bureau of Labor Statistics estimated that there were some 230,000 taxi-drivers in the U.S. in 2012.\u003c/p>\n\u003cp>Uber may not show up in national data just yet, but it is having an outsized impact in politics and popular culture. Even the presidential candidates are taking a side: While Hilary Clinton says she wants to “crack down” on sharing economy abuses of workers, Jeb Bush was recently spotted hailing an Uber ride in San Francisco.\u003c/p>\n\u003cp>\u003cb>Independent\u003c/b>\u003cstrong> Contractors or Employees? \u003c/strong>\u003c/p>\n\u003cp>By targeting the gig economy, Stride Health has taken a central role in an ongoing debate between policymakers, investors, and litigators, about whether on-demand companies should be treating their workers as employees and paying their expenses, as well as providing health insurance and other benefits.\u003c/p>\n\u003cp>Uber, a San Francisco-based company that uses a smartphone app to link people needing car rides with drivers for hire who use their own vehicles, is currently facing a\u003ca href=\"http://ww2.kqed.org/futureofyou/2015/09/23/uc-riverside-professor-slams-feds-stands-by-his-health-app/\"> looming class action lawsuit\u003c/a>. In the suit, three Uber drivers are collectively challenging the company on whether they should be considered employees under the law – and not independent contractors, as the company now classifies them.\u003c/p>\n\u003cp>And in June, the California Labor Commission ruled against Uber in determining that an ex-driver was entitled to reimbursement for business expenses.\u003c/p>\n\u003cp>“Many drivers have included on their list of issues that they are on their own for health insurance,” said Shannon Liss-Riordan, of Boston, Mass. the lead plaintiff attorney in the class action lawsuit against Uber. Liss-Riordan is also taking aim against Uber’s main rival, Lyft, and has spoken to hundreds of people who drive for these companies. “These drivers are left in the cold,” she said.\u003c/p>\n\u003cp>How the Uber case ends up could have national implications. If the company loses its class-action lawsuit and has to reclassify its drivers from independent contractors to employees, that would force the company to pay for things like expenses, and provide benefits to full-time drivers. One recent estimate is that Uber would need to \u003ca href=\"http://recode.net/2015/07/14/uber-could-have-to-pay-an-additional-209-million-to-reclassify-its-drivers-in-california/\">pay $209 million a year\u003c/a> to reclassify its drivers to employees – and that’s just in California.\u003c/p>\n\u003cp>Not everyone believes that Uber and the rest have left anyone out in the cold.\u003c/p>\n\u003cfigure id=\"attachment_48815\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-48815\" src=\"http://ww2.kqed.org/futureofyou/wp-content/uploads/sites/13/2015/10/Uber-1-800x533.jpg\" alt=\"Lyft driver Deco Carter scanning for a fare.\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/13/2015/10/Uber-1-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/13/2015/10/Uber-1-400x267.jpg 400w, https://ww2.kqed.org/app/uploads/sites/13/2015/10/Uber-1-1180x787.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/13/2015/10/Uber-1.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/13/2015/10/Uber-1-960x640.jpg 960w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Lyft driver Deco Carter scanning for a fare. \u003ccite>(Alan Toth/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>For one thing, the Affordable Care Act has relieved the burden for many drivers, as it provides subsidies for low-income people to buy health insurance independently. Uber's CEO Travis Kalanick reportedly referred to the ACA as \"huge\" for the gig economy.\u003c/p>\n\u003cp>Some policymakers envision a middle ground, where workers have some added protections but are not full employees. One idea is a new worker category called a \"dependent contractor,\" which is legal in Germany, Canada and other countries, but not in the United States.\u003c/p>\n\u003cp>U.S. Senator Mark Warner, D-Virginia, has spent more than a year researching the on-demand economy. \u003ca href=\"http://onlabor.org/2015/06/22/a-new-category-of-worker-for-the-on-demand-economy/\">He has proposed \u003c/a>numerous paths forward to broker a peace in the legal wars, including the dependent contractor model. He has also proposed similar marketplaces to the Affordable Care Act for other key benefits, including workers' compensation.\u003c/p>\n\u003cp>But Warner doesn't agree that the ACA is a silver bullet for the gig economy, as these companies do not pay into it. Uber avoids providing health insurance to drivers, which it considers contractors, as the ACA mandates that only employers extend coverage to full-time employees. That’s a loophole that saves gig economy companies a lot of money.\u003c/p>\n\u003cp>\u003cstrong>Walking the Tightrope \u003c/strong>\u003c/p>\n\u003cp>Some \u003ca href=\"http://qz.com/299655/why-your-uber-driver-hates-uber/\">critics of Uber have painted the company’s top executives as indifferent to the plight of workers\u003c/a>. But by providing services to workers, these companies risk adding fuel to the legal argument that they should be employees and not independent contractors.\u003c/p>\n\u003cp>\u003ca href=\"http://docs.procurement.ku.edu/departmental_policies/Independent_Contractor_Excerpts.pdf\">The I.R.S. has about twenty factors\u003c/a> that it takes into account when determining a worker classification. One important distinction is how much \"control\" an employer has over the work that's being done, but it's not always clear what control means.\u003c/p>\n\u003cp>“Essentially, this [partnership with Stride Health] is about how these workers can get health care without exposing Uber and the rest to liability or responsibility,” said UC Berkeley’s Jacobs.\u003c/p>\n\u003cfigure id=\"attachment_48819\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-48819\" src=\"http://ww2.kqed.org/futureofyou/wp-content/uploads/sites/13/2015/10/IMG_1692-800x600.jpg\" alt=\"Stride Health's founders Noah Lang (left) and Matt Butner (right) \" width=\"800\" height=\"600\" srcset=\"https://ww2.kqed.org/app/uploads/sites/13/2015/10/IMG_1692-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/13/2015/10/IMG_1692-400x300.jpg 400w, https://ww2.kqed.org/app/uploads/sites/13/2015/10/IMG_1692-1180x885.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/13/2015/10/IMG_1692-1920x1440.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/13/2015/10/IMG_1692-960x720.jpg 960w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Stride Health's founders Noah Lang (left) and Matt Butner (right) \u003ccite>(Christina Farr/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Lang doesn’t totally disagree, but paints the partnership in a more positive light: “These marketplaces care about growing and maintaining their labor pool,” he said. “But at the same time, they have to minimize their risks by not stepping over any of the lines.”\u003c/p>\n\u003cp>If these companies do nothing, their practices may draw fire from policymakers. An uninsured and at-risk population is likely to incur major health costs in the long-term, costs that could eventually be borne by taxpayers. According to Lang, about 40 percent of gig economy workers surveyed by Stride Health said they would \"not have gotten coverage otherwise.\"\u003c/p>\n\u003cp>Stride Health seems to be a safe solution for the gig economy companies. It is unclear how many workers are using the tool, but Uber said it is helping those who are uninsured drivers find an affordable health plan. And drivers seem to like it.\u003c/p>\n\u003cp>“Finding affordable, effective health insurance is top of mind for many drivers,\" an Uber spokesperson said in a press release. A spokesperson for Taskrabbit said the company “vetted other options” but ultimately opted to partner with Stride due to the “thoughtful approach for independent contractors.”\u003c/p>\n\u003cp>Postmates declined to comment on its reasons for partnering with Stride. \u003cspan class=\"s1\">Uber and Taskrabbit emailed statements that could not be attributed to any company official. \u003c/span>\u003c/p>\n\u003cp>\u003cstrong>Will On-Demand Companies Ever Provide Health Insurance to Workers?\u003c/strong>\u003c/p>\n\u003cp>Critics of the on-demand economy say that Uber and the rest are the latest in a long line of companies that use fancy wordplay and questionable tactics to avoid protecting workers. These legal battles go back decades, with FedEx most recently settling a lawsuit with drivers who claimed they had been misclassified.\u003c/p>\n\u003cp>“Uber tries to argue that it’s not in the car service industry; it’s a technology platform,” said Liss-Riordan in an interview. “The court rejected that.”\u003c/p>\n\u003caside class=\"pullquote alignright\">“Some folks are working part-time for other jobs. Others have not had health insurance in a long time and need extra help navigating their options.\"\u003cbr>\n\u003ccite>An Uber spokesperson\u003c/cite>\u003c/aside>\n\u003cp>Some on-demand economy companies are now taking steps to reclassify their workers as employees, including \u003ca href=\"http://www.doctorondemand.com/\">Doctor on Demand\u003c/a>, a company that connects people with doctors online in a matter of minutes, as well as mobile delivery services Instacart and Shyp.\u003c/p>\n\u003cp>But Lang is doubtful that this will trigger a shift for the on-demand economy at large. As Lang points out, Uber’s labor pool is much larger than \u003ca href=\"http://www.businessinsider.com/why-instacart-is-reclassifing-some-of-its-workers-as-employees-2015-6\">an Instarcart\u003c/a> or Shyp and its workers are not specialized like Doctor on Demand’s physicians – all they need is a drivers’ license. “I give Shyp and Instacart kudos, of course,” he said, “but it’s also opportunistic for them.”\u003c/p>\n\u003cp>A change in federal law or a landmark Supreme Court ruling might force Uber, Lyft and others to treat their workers as employees. This wouldn’t mean that every driver would receive employee-sponsored health insurance overnight.\u003c/p>\n\u003cp>Dan Diamond, executive editor for the research and consulting firm \u003ca href=\"https://www.advisory.com/\">The Advisory Board\u003c/a>, has written about how Uber would handle the health care problem if its drivers were considered employees. Diamond does not believe that workers would immediately benefit from a reclassification.\u003c/p>\n\u003cp>Uber might opt to avoid providing health insurance by paying a fee under the Affordable Care Act (a requirement if businesses do not provide health insurance to employees who work more than 30 hours per week). It might also cap workers’ at 29 hours per week to keep them part-time employees.\u003c/p>\n\u003cp>Diamond expects that Uber will use every weapon in its arsenal to avoid such an outcome. “For Uber, none of these options are ideal.”\u003c/p>\n\u003cp>Deco Carter, a Bay Area-based Lyft driver, said he “knew the risks” when he joined the growing ranks of gig economy workers. He has been involved in two auto accidents, and lacked income for several weeks until he got his car fixed.\u003c/p>\n\u003cp>\"I really didn't have anything to fall back on,\" he said. \"If it wasn't for my fiancé, I don't know what I would have done.\"\u003c/p>\n\u003cp>In the years ahead, he hopes that Lyft would consider extending benefits to drivers, particularly to those who work full-time hours. Lyft is not currently working with Stride Health, but it drivers have access to an alternative service called the eHealth marketplace. A spokesperson denied requests from KQED for an interview.\u003c/p>\n\u003cp>But while executives at these companies may want to do more to protect workers, they are also under pressure to protect their bottom line. It would be highly expensive for them to reclassify workers.\u003c/p>\n\u003cp>Most experts are watching the presidential race as an indicator of what’s to come.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>“My fear is that we’ll either re-classify everyone as an employee or trust the unfettered hand of capitalism,” said Warner. “Before that happens, I’m hoping those of us who are thinking about this in a bipartisan fashion can come up with some policy ideas that might be embraced by both sides.”\u003c/p>\n\n",
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"excerpt": "A startup called Stride Health is working with Uber, Taskrabbit and Postmates to help their workers find affordable health insurance. Is it enough?",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>For six months, Eliza Kinrose worked about ten hours a week delivering anything from cupcakes to art supplies to strangers’ homes.\u003c/p>\n\u003cp>Shortly after quitting her steady job as a recruiter, Kinrose, 29, signed up to work for a new San Francisco-based mobile delivery service called \u003ca href=\"https://postmates.com/\">Postmates\u003c/a>. She made about $15 an hour for six months, which was just enough to scrape by until she launched a yoga business.\u003c/p>\n\u003cp>Postmates is just one of an explosion of “gig economy” or “on-demand economy” companies that connect people seeking services with sellers of those services in a few minutes’ time. Those who work for the gig economy do not receive health insurance, or any of the other social protections extended to employees. Unless they are employed elsewhere, they need to find and pay for these protections on their own.\u003c/p>\n\u003cp>But one evening, Kinrose received an email from Postmates about an intriguing free \"perk\" to help her find health insurance called \u003ca href=\"https://www.stridehealth.com/\">Stride Health.\u003c/a>\u003c/p>\n\u003cp>Stride Health is a startup health insurance broker service, which makes recommendations about health plans that are tailored to people's needs. The company offers web and mobile services to assist customers once they've purchased a health plan, including premium payment reminders and guidance on whether they qualify for subsidies. Stride Health also shows customers how much scenarios, like asthma or heart disease, would affect their out of pocket costs.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>San Francisco-based Stride Health is one of many startups taking advantage of new opportunities created by the \u003ca href=\"http://www.hhs.gov/healthcare/rights/\">Affordable Care Act\u003c/a> and the perceived failings of the federal and state marketplaces for individuals to buy health insurance. It is unique, however, in targeting gig economy workers like Kinrose. Uber, Postmates and Taskrabbit, three of the largest gig economy companies, market Stride Health's service to their workers.\u003c/p>\n\u003cfigure id=\"attachment_48816\" class=\"wp-caption alignright\" style=\"max-width: 307px\">\u003cimg class=\" wp-image-48816\" src=\"http://ww2.kqed.org/futureofyou/wp-content/uploads/sites/13/2015/10/uber-sidecar-400x600.jpg\" alt=\"Many workers, like Rick Warren, drive for multiple companies, including Sidecar and Lyft. \" width=\"307\" height=\"461\" srcset=\"https://ww2.kqed.org/app/uploads/sites/13/2015/10/uber-sidecar-400x600.jpg 400w, https://ww2.kqed.org/app/uploads/sites/13/2015/10/uber-sidecar-787x1180.jpg 787w, https://ww2.kqed.org/app/uploads/sites/13/2015/10/uber-sidecar-1180x1770.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/13/2015/10/uber-sidecar-960x1440.jpg 960w, https://ww2.kqed.org/app/uploads/sites/13/2015/10/uber-sidecar.jpg 1280w\" sizes=\"(max-width: 307px) 100vw, 307px\">\u003cfigcaption class=\"wp-caption-text\">Many workers, like Rick Warren, drive for multiple companies, including Sidecar and Lyft.\u003c/figcaption>\u003c/figure>\n\u003cp>Stride Health's involvement with the gig economy may signal a shift in attitudes and priorities. According to Stride Health CEO Noah Lang, Uber and the rest are starting to care about the needs of their workers. \"They want to make sure people don't end up in a tough spot by forgoing coverage,\" he said.\u003c/p>\n\u003cp>But critics of the gig economy say Stride Health is a bandaid solution, as workers are still on the hook to pay for their own health insurance.\u003c/p>\n\u003cp>“When we have a jobs-based social welfare system, some people get a combination of health care, disability and more,” said Ken Jacobs, chair of the Labor Center at UC Berkeley, who specializes in health care coverage and public policy. “In a world where people are operating separately from that, the safety net goes away.\"\u003c/p>\n\u003cp>\u003cstrong>How Big Is the Gig Economy, Really?\u003c/strong>\u003c/p>\n\u003cp>In cities across the United States, anyone with a smartphone can order a meal from Postmates, a ride to work via Lyft or Uber, groceries on Instacart or a home cleaning on Handy. These services are so pervasive, with billions in total sales as a group that it’s hard to believe they only sprung up in the past five years.\u003c/p>\n\u003caside class=\"pullquote alignright\">“These marketplaces care about growing and maintaining their labor pool. But at the same time, they have to minimize their risks by not stepping over any of the lines.”\u003cbr>\n\u003ccite>Noah Lang, Stride Health cofounder and CEO\u003c/cite>\u003c/aside>\n\u003cp>The on-demand economy has been hailed as the next big thing, but labor economists say it still hasn’t made much of a dent in the overall U.S. economy. The idea may be disruptive to the status quo, but the most recent data suggests that Americans are no less likely to be self-employed than a decade ago.\u003c/p>\n\u003cp>“The gig economy currently is not really even big enough to show up in the [national economic] data,” said Jacobs. “And unfortunately, we don’t yet have a good sense of how big it will be.”\u003c/p>\n\u003cp>One promising trend, according to Jacobs, is that the companies are starting to release more data on their workers. In 2014, Uber collaborated with Princeton University economist Alan Kreuger on a report that determined the company had 160,000 “driver partners” in the United States. By contrast, the Bureau of Labor Statistics estimated that there were some 230,000 taxi-drivers in the U.S. in 2012.\u003c/p>\n\u003cp>Uber may not show up in national data just yet, but it is having an outsized impact in politics and popular culture. Even the presidential candidates are taking a side: While Hilary Clinton says she wants to “crack down” on sharing economy abuses of workers, Jeb Bush was recently spotted hailing an Uber ride in San Francisco.\u003c/p>\n\u003cp>\u003cb>Independent\u003c/b>\u003cstrong> Contractors or Employees? \u003c/strong>\u003c/p>\n\u003cp>By targeting the gig economy, Stride Health has taken a central role in an ongoing debate between policymakers, investors, and litigators, about whether on-demand companies should be treating their workers as employees and paying their expenses, as well as providing health insurance and other benefits.\u003c/p>\n\u003cp>Uber, a San Francisco-based company that uses a smartphone app to link people needing car rides with drivers for hire who use their own vehicles, is currently facing a\u003ca href=\"http://ww2.kqed.org/futureofyou/2015/09/23/uc-riverside-professor-slams-feds-stands-by-his-health-app/\"> looming class action lawsuit\u003c/a>. In the suit, three Uber drivers are collectively challenging the company on whether they should be considered employees under the law – and not independent contractors, as the company now classifies them.\u003c/p>\n\u003cp>And in June, the California Labor Commission ruled against Uber in determining that an ex-driver was entitled to reimbursement for business expenses.\u003c/p>\n\u003cp>“Many drivers have included on their list of issues that they are on their own for health insurance,” said Shannon Liss-Riordan, of Boston, Mass. the lead plaintiff attorney in the class action lawsuit against Uber. Liss-Riordan is also taking aim against Uber’s main rival, Lyft, and has spoken to hundreds of people who drive for these companies. “These drivers are left in the cold,” she said.\u003c/p>\n\u003cp>How the Uber case ends up could have national implications. If the company loses its class-action lawsuit and has to reclassify its drivers from independent contractors to employees, that would force the company to pay for things like expenses, and provide benefits to full-time drivers. One recent estimate is that Uber would need to \u003ca href=\"http://recode.net/2015/07/14/uber-could-have-to-pay-an-additional-209-million-to-reclassify-its-drivers-in-california/\">pay $209 million a year\u003c/a> to reclassify its drivers to employees – and that’s just in California.\u003c/p>\n\u003cp>Not everyone believes that Uber and the rest have left anyone out in the cold.\u003c/p>\n\u003cfigure id=\"attachment_48815\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-48815\" src=\"http://ww2.kqed.org/futureofyou/wp-content/uploads/sites/13/2015/10/Uber-1-800x533.jpg\" alt=\"Lyft driver Deco Carter scanning for a fare.\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/13/2015/10/Uber-1-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/13/2015/10/Uber-1-400x267.jpg 400w, https://ww2.kqed.org/app/uploads/sites/13/2015/10/Uber-1-1180x787.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/13/2015/10/Uber-1.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/13/2015/10/Uber-1-960x640.jpg 960w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Lyft driver Deco Carter scanning for a fare. \u003ccite>(Alan Toth/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>For one thing, the Affordable Care Act has relieved the burden for many drivers, as it provides subsidies for low-income people to buy health insurance independently. Uber's CEO Travis Kalanick reportedly referred to the ACA as \"huge\" for the gig economy.\u003c/p>\n\u003cp>Some policymakers envision a middle ground, where workers have some added protections but are not full employees. One idea is a new worker category called a \"dependent contractor,\" which is legal in Germany, Canada and other countries, but not in the United States.\u003c/p>\n\u003cp>U.S. Senator Mark Warner, D-Virginia, has spent more than a year researching the on-demand economy. \u003ca href=\"http://onlabor.org/2015/06/22/a-new-category-of-worker-for-the-on-demand-economy/\">He has proposed \u003c/a>numerous paths forward to broker a peace in the legal wars, including the dependent contractor model. He has also proposed similar marketplaces to the Affordable Care Act for other key benefits, including workers' compensation.\u003c/p>\n\u003cp>But Warner doesn't agree that the ACA is a silver bullet for the gig economy, as these companies do not pay into it. Uber avoids providing health insurance to drivers, which it considers contractors, as the ACA mandates that only employers extend coverage to full-time employees. That’s a loophole that saves gig economy companies a lot of money.\u003c/p>\n\u003cp>\u003cstrong>Walking the Tightrope \u003c/strong>\u003c/p>\n\u003cp>Some \u003ca href=\"http://qz.com/299655/why-your-uber-driver-hates-uber/\">critics of Uber have painted the company’s top executives as indifferent to the plight of workers\u003c/a>. But by providing services to workers, these companies risk adding fuel to the legal argument that they should be employees and not independent contractors.\u003c/p>\n\u003cp>\u003ca href=\"http://docs.procurement.ku.edu/departmental_policies/Independent_Contractor_Excerpts.pdf\">The I.R.S. has about twenty factors\u003c/a> that it takes into account when determining a worker classification. One important distinction is how much \"control\" an employer has over the work that's being done, but it's not always clear what control means.\u003c/p>\n\u003cp>“Essentially, this [partnership with Stride Health] is about how these workers can get health care without exposing Uber and the rest to liability or responsibility,” said UC Berkeley’s Jacobs.\u003c/p>\n\u003cfigure id=\"attachment_48819\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-48819\" src=\"http://ww2.kqed.org/futureofyou/wp-content/uploads/sites/13/2015/10/IMG_1692-800x600.jpg\" alt=\"Stride Health's founders Noah Lang (left) and Matt Butner (right) \" width=\"800\" height=\"600\" srcset=\"https://ww2.kqed.org/app/uploads/sites/13/2015/10/IMG_1692-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/13/2015/10/IMG_1692-400x300.jpg 400w, https://ww2.kqed.org/app/uploads/sites/13/2015/10/IMG_1692-1180x885.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/13/2015/10/IMG_1692-1920x1440.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/13/2015/10/IMG_1692-960x720.jpg 960w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Stride Health's founders Noah Lang (left) and Matt Butner (right) \u003ccite>(Christina Farr/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Lang doesn’t totally disagree, but paints the partnership in a more positive light: “These marketplaces care about growing and maintaining their labor pool,” he said. “But at the same time, they have to minimize their risks by not stepping over any of the lines.”\u003c/p>\n\u003cp>If these companies do nothing, their practices may draw fire from policymakers. An uninsured and at-risk population is likely to incur major health costs in the long-term, costs that could eventually be borne by taxpayers. According to Lang, about 40 percent of gig economy workers surveyed by Stride Health said they would \"not have gotten coverage otherwise.\"\u003c/p>\n\u003cp>Stride Health seems to be a safe solution for the gig economy companies. It is unclear how many workers are using the tool, but Uber said it is helping those who are uninsured drivers find an affordable health plan. And drivers seem to like it.\u003c/p>\n\u003cp>“Finding affordable, effective health insurance is top of mind for many drivers,\" an Uber spokesperson said in a press release. A spokesperson for Taskrabbit said the company “vetted other options” but ultimately opted to partner with Stride due to the “thoughtful approach for independent contractors.”\u003c/p>\n\u003cp>Postmates declined to comment on its reasons for partnering with Stride. \u003cspan class=\"s1\">Uber and Taskrabbit emailed statements that could not be attributed to any company official. \u003c/span>\u003c/p>\n\u003cp>\u003cstrong>Will On-Demand Companies Ever Provide Health Insurance to Workers?\u003c/strong>\u003c/p>\n\u003cp>Critics of the on-demand economy say that Uber and the rest are the latest in a long line of companies that use fancy wordplay and questionable tactics to avoid protecting workers. These legal battles go back decades, with FedEx most recently settling a lawsuit with drivers who claimed they had been misclassified.\u003c/p>\n\u003cp>“Uber tries to argue that it’s not in the car service industry; it’s a technology platform,” said Liss-Riordan in an interview. “The court rejected that.”\u003c/p>\n\u003caside class=\"pullquote alignright\">“Some folks are working part-time for other jobs. Others have not had health insurance in a long time and need extra help navigating their options.\"\u003cbr>\n\u003ccite>An Uber spokesperson\u003c/cite>\u003c/aside>\n\u003cp>Some on-demand economy companies are now taking steps to reclassify their workers as employees, including \u003ca href=\"http://www.doctorondemand.com/\">Doctor on Demand\u003c/a>, a company that connects people with doctors online in a matter of minutes, as well as mobile delivery services Instacart and Shyp.\u003c/p>\n\u003cp>But Lang is doubtful that this will trigger a shift for the on-demand economy at large. As Lang points out, Uber’s labor pool is much larger than \u003ca href=\"http://www.businessinsider.com/why-instacart-is-reclassifing-some-of-its-workers-as-employees-2015-6\">an Instarcart\u003c/a> or Shyp and its workers are not specialized like Doctor on Demand’s physicians – all they need is a drivers’ license. “I give Shyp and Instacart kudos, of course,” he said, “but it’s also opportunistic for them.”\u003c/p>\n\u003cp>A change in federal law or a landmark Supreme Court ruling might force Uber, Lyft and others to treat their workers as employees. This wouldn’t mean that every driver would receive employee-sponsored health insurance overnight.\u003c/p>\n\u003cp>Dan Diamond, executive editor for the research and consulting firm \u003ca href=\"https://www.advisory.com/\">The Advisory Board\u003c/a>, has written about how Uber would handle the health care problem if its drivers were considered employees. Diamond does not believe that workers would immediately benefit from a reclassification.\u003c/p>\n\u003cp>Uber might opt to avoid providing health insurance by paying a fee under the Affordable Care Act (a requirement if businesses do not provide health insurance to employees who work more than 30 hours per week). It might also cap workers’ at 29 hours per week to keep them part-time employees.\u003c/p>\n\u003cp>Diamond expects that Uber will use every weapon in its arsenal to avoid such an outcome. “For Uber, none of these options are ideal.”\u003c/p>\n\u003cp>Deco Carter, a Bay Area-based Lyft driver, said he “knew the risks” when he joined the growing ranks of gig economy workers. He has been involved in two auto accidents, and lacked income for several weeks until he got his car fixed.\u003c/p>\n\u003cp>\"I really didn't have anything to fall back on,\" he said. \"If it wasn't for my fiancé, I don't know what I would have done.\"\u003c/p>\n\u003cp>In the years ahead, he hopes that Lyft would consider extending benefits to drivers, particularly to those who work full-time hours. Lyft is not currently working with Stride Health, but it drivers have access to an alternative service called the eHealth marketplace. A spokesperson denied requests from KQED for an interview.\u003c/p>\n\u003cp>But while executives at these companies may want to do more to protect workers, they are also under pressure to protect their bottom line. It would be highly expensive for them to reclassify workers.\u003c/p>\n\u003cp>Most experts are watching the presidential race as an indicator of what’s to come.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“My fear is that we’ll either re-classify everyone as an employee or trust the unfettered hand of capitalism,” said Warner. “Before that happens, I’m hoping those of us who are thinking about this in a bipartisan fashion can come up with some policy ideas that might be embraced by both sides.”\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "For San Francisco Cab Drivers, Once-Treasured Medallions Now a Burden",
"title": "For San Francisco Cab Drivers, Once-Treasured Medallions Now a Burden",
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"content": "\u003cp>Getting a taxi medallion used to be the dream for cab drivers in San Francisco. Not anymore.\u003c/p>\n\u003cp>A medallion is the license to own your own cab. It lets you drive when you want, or rent the license out to other cabbies and make some passive income. In the past, a medallion made you an entrepreneur, part of the middle class. So many people wanted one that they were hard to get. Drivers used to sit on a waiting list for more than 10 years. When their names finally came up, the city charged them $250,000 to buy one.\u003c/p>\n\u003cp>Now, because of pressure from companies like Uber and Lyft, cab drivers are scrambling to get out of the business. For the first time there is a waiting list to \u003cem>sell\u003c/em> medallions, not buy them. That means owners who want to get out of the industry can’t, at least not right away.\u003c/p>\n\u003cp>Harbir Batth is one of those drivers, and he feels cheated and trapped.\u003c/p>\n\u003caside class=\"pullquote alignright\">'We put all our lives into this career, and no one seems to give a damn about it.'\u003cbr>\n\u003ccite>Harbir Batth\u003c/cite>\u003c/aside>\n\u003cp>I rode with Batth in his cab on a Sunday. It was slow. We didn’t get a single fare for more than 20 minutes. It's almost always slow now, Batth says. But that wasn't always the case.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cstrong>Before the Disruption\u003c/strong>\u003c/p>\n\u003cp>The money used to be good, Batth says. You could earn $4,000 to $5,000 a week if you worked six days, 10 or 11 hours a day. It was hard work and decent pay. This is what Batth expected from the United States.\u003c/p>\n\u003cp>Batth, 51, moved here from India in his 20s. Even though he had a law degree back home, he thought his chances of making a decent living would be better here.\u003c/p>\n\u003cp>“I was very excited,” Batth says. “I thought this was the land of opportunities.”\u003c/p>\n\u003cp>In the U.S., Batth had to start over from scratch, so he began driving cabs. His goal became to get a medallion. That way, he thought, he could earn enough money to send his kids to college. And, like many cab drivers, the medallion was his retirement plan. He figured he could make about $2,000 a month from the medallion after paying back the loan and expenses. So, he put his name on the list.\u003c/p>\n\u003cp>https://www.kqed.org/.stream/anon/radio/RDnews/2019/01/HarnettMedallionBurden92415.mp3\u003c/p>\n\u003cp>In 2012, more than 10 years after he signed on, Batth's name came up. He finally had the chance to buy a medallion. Batth borrowed money from friends and family and gathered up his savings to make a down payment. It was a moment he had been looking forward to for years. That moment has since become one of his greatest regrets.\u003c/p>\n\u003cp>As Batth was buying his medallion, the whole taxi world was getting turned upside down -- \"disrupted\" to use tech lingo, or “Ubered” as taxi drivers say. Lyfts and Ubers poured into the streets, all of them operating without medallions. Suddenly there was an explosion of competition that wasn’t playing by the same rules.\u003c/p>\n\u003cp>Batth couldn't believe it. He'd waited for years to buy a medallion. He was on the hook for a $250,000 loan, but he was competing with drivers who had paid nothing to get into the business. Why wasn’t the city regulating the new companies the same way it did the taxi business?\u003c/p>\n\u003cp>\u003cstrong>Ride Services Resist Regulations\u003c/strong>\u003c/p>\n\u003cp>Uber and Lyft have spent millions fighting regulations across the country. The ride-hailing companies in California are regulated by the state, and the rules generally aren't as tough or expensive as those imposed by cities like San Francisco.\u003c/p>\n\u003cp>“I thought ... there should be proper rules and regulations,” Batth says. “We have a very corrupt society back in India. With money, anything gets done. I never thought it would be the same in this country.”\u003c/p>\n\u003cp>Batth says all the new drivers from these companies have cut his income in half.\u003c/p>\n\u003cp>“There isn’t enough money coming in at home,” he says. “I’m getting old, and I don’t see a future.”\u003c/p>\n\u003cp>Batth has a son in college and a 9-year-old daughter in third grade. To cover the bills, his wife has started taking care of the elderly. She makes $10 an hour.\u003c/p>\n\u003cp>Batth wants to sell his medallion, but says the city has told him he might have to wait four years or more. The MTA says that, so far, about 600 people are on the list to sell their medallions. Batth is near the bottom of the list.\u003c/p>\n\u003cp>“We put all our lives into this career,” Batth says, “and no one seems to give a damn about it -- the MTA or the city. They're just ignoring us.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Batth say he's thinking about going back to India, where it will be cheaper to send his daughter to college. But right now he has to keep driving to pay for his medallion. It's right up on his dashboard, a little metal plate that stares him in the face every time he gets behind the wheel.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Getting a taxi medallion used to be the dream for cab drivers in San Francisco. Not anymore.\u003c/p>\n\u003cp>A medallion is the license to own your own cab. It lets you drive when you want, or rent the license out to other cabbies and make some passive income. In the past, a medallion made you an entrepreneur, part of the middle class. So many people wanted one that they were hard to get. Drivers used to sit on a waiting list for more than 10 years. When their names finally came up, the city charged them $250,000 to buy one.\u003c/p>\n\u003cp>Now, because of pressure from companies like Uber and Lyft, cab drivers are scrambling to get out of the business. For the first time there is a waiting list to \u003cem>sell\u003c/em> medallions, not buy them. That means owners who want to get out of the industry can’t, at least not right away.\u003c/p>\n\u003cp>Harbir Batth is one of those drivers, and he feels cheated and trapped.\u003c/p>\n\u003caside class=\"pullquote alignright\">'We put all our lives into this career, and no one seems to give a damn about it.'\u003cbr>\n\u003ccite>Harbir Batth\u003c/cite>\u003c/aside>\n\u003cp>I rode with Batth in his cab on a Sunday. It was slow. We didn’t get a single fare for more than 20 minutes. It's almost always slow now, Batth says. But that wasn't always the case.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>Before the Disruption\u003c/strong>\u003c/p>\n\u003cp>The money used to be good, Batth says. You could earn $4,000 to $5,000 a week if you worked six days, 10 or 11 hours a day. It was hard work and decent pay. This is what Batth expected from the United States.\u003c/p>\n\u003cp>Batth, 51, moved here from India in his 20s. Even though he had a law degree back home, he thought his chances of making a decent living would be better here.\u003c/p>\n\u003cp>“I was very excited,” Batth says. “I thought this was the land of opportunities.”\u003c/p>\n\u003cp>In the U.S., Batth had to start over from scratch, so he began driving cabs. His goal became to get a medallion. That way, he thought, he could earn enough money to send his kids to college. And, like many cab drivers, the medallion was his retirement plan. He figured he could make about $2,000 a month from the medallion after paying back the loan and expenses. So, he put his name on the list.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>In 2012, more than 10 years after he signed on, Batth's name came up. He finally had the chance to buy a medallion. Batth borrowed money from friends and family and gathered up his savings to make a down payment. It was a moment he had been looking forward to for years. That moment has since become one of his greatest regrets.\u003c/p>\n\u003cp>As Batth was buying his medallion, the whole taxi world was getting turned upside down -- \"disrupted\" to use tech lingo, or “Ubered” as taxi drivers say. Lyfts and Ubers poured into the streets, all of them operating without medallions. Suddenly there was an explosion of competition that wasn’t playing by the same rules.\u003c/p>\n\u003cp>Batth couldn't believe it. He'd waited for years to buy a medallion. He was on the hook for a $250,000 loan, but he was competing with drivers who had paid nothing to get into the business. Why wasn’t the city regulating the new companies the same way it did the taxi business?\u003c/p>\n\u003cp>\u003cstrong>Ride Services Resist Regulations\u003c/strong>\u003c/p>\n\u003cp>Uber and Lyft have spent millions fighting regulations across the country. The ride-hailing companies in California are regulated by the state, and the rules generally aren't as tough or expensive as those imposed by cities like San Francisco.\u003c/p>\n\u003cp>“I thought ... there should be proper rules and regulations,” Batth says. “We have a very corrupt society back in India. With money, anything gets done. I never thought it would be the same in this country.”\u003c/p>\n\u003cp>Batth says all the new drivers from these companies have cut his income in half.\u003c/p>\n\u003cp>“There isn’t enough money coming in at home,” he says. “I’m getting old, and I don’t see a future.”\u003c/p>\n\u003cp>Batth has a son in college and a 9-year-old daughter in third grade. To cover the bills, his wife has started taking care of the elderly. She makes $10 an hour.\u003c/p>\n\u003cp>Batth wants to sell his medallion, but says the city has told him he might have to wait four years or more. The MTA says that, so far, about 600 people are on the list to sell their medallions. Batth is near the bottom of the list.\u003c/p>\n\u003cp>“We put all our lives into this career,” Batth says, “and no one seems to give a damn about it -- the MTA or the city. They're just ignoring us.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Batth say he's thinking about going back to India, where it will be cheaper to send his daughter to college. But right now he has to keep driving to pay for his medallion. It's right up on his dashboard, a little metal plate that stares him in the face every time he gets behind the wheel.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Uber Comes to Oakland in a Big Way",
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"content": "\u003cp>Uber is coming to Oakland.\u003c/p>\n\u003cp>In a joint announcement with city officials, the ride-service company announced it's buying \u003ca href=\"https://localwiki.org/oakland/H._C._Capwell_Company\" target=\"_blank\">a historic department store building\u003c/a> at 19th and Broadway and will open a branch of its global headquarters at the site.\u003c/p>\n\u003cp>The company, still privately held and valued at $50 billion as it continues its worldwide expansion, says it expects 2,000 to 3,000 staffers to work in the Oakland facility when it opens in 2017. If those staffing levels are attained, Uber would become the city's largest non-government, non-hospital employer.\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch3>Oakland's 10 Largest Employers\u003c/h3>\n\u003cp>\u003cstrong>Employer:Employees\u003c/strong>\u003cbr>\n1. State of California: 7,480\u003cbr>\n2. Kaiser Permanente: 7,000\u003cbr>\n3. City of Oakland: 4,807\u003cbr>\n4. Alameda County: 4,600\u003cbr>\n5. Oakland Unified School District: 4,457\u003cbr>\n6. UCSF Benioff Children's Hospital: 2,600\u003cbr>\n7. U.S. Postal Service: 2,203\u003cbr>\n8. Alameda Health System: 2,131\u003cbr>\n9. Southwest Airlines: 2,139\u003cbr>\n10. Alta Bates Sutter Medical Center/Summit: 2,000\u003cbr>\n\u003csmall>\u003cstrong>Source: \u003ca href=\"http://www.bizjournals.com/sanfrancisco/subscriber-only/2015/01/02/employers-oakland.html\" target=\"_blank\">San Francisco Business Times\u003c/a>\u003c/strong>\u003c/small>\u003c/p>\n\u003c/aside>\n\u003cp>Uber bought the building, which boasts 330,000 square feet of office space, from Lane Partners. The real estate firm had been redeveloping the site, last occupied by Sears last year, into a mixed retail and office development called Uptown Station. The purchase price for the seven-story edifice,\u003ca href=\"http://www.bizjournals.com/sanfrancisco/blog/real-estate/2015/06/oakland-brooklyn-basin-infrastructure-housing.html\" target=\"_blank\"> long rumored\u003c/a> to be the future home of a tech tenant, was not disclosed.\u003c/p>\n\u003cp>One question that arose immediately about the announcement was whether Oakland officials had offered financial incentives to attract the company.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Mayor Libby Schaaf said no tax preferences or other incentives were offered.\u003c/p>\n\u003cp>Instead, she told KTVU \u003ca href=\"http://www.ktvu.com/news/23581468-story\" target=\"_blank\">in an interview\u003c/a> Wednesday morning, Uber \"chose Oakland for its magic -- for its soul.\"\u003c/p>\n\u003cp>Schaaf also acknowledged that many in the community will be wary of Uber's arrival and the nearly inevitable upward pressure on home prices the new headquarters will create. The city has already seen a spike in demand for housing and a corresponding rise in apartment rents, due largely to the technology boom in San Francisco and Silicon Valley.\u003c/p>\n\u003cp>\"We are going to be working to get them to commit to make sure that we preserve that soul ... and that's affordability, that's equity, that's fighting against displacement,\" she said. \"And it's also preserving the cultural vitality of that neighborhood.\"\u003c/p>\n\u003cp>Schaaf and company officials acknowledged at a Wednesday press conference that no steps have yet been taken -- for instance, a community benefits plan of some sort -- to try to \"preserve that soul.\"\u003c/p>\n\u003cp>Renee Atwood, Uber's \"global head of people and places,\" said in a statement released before the press conference: “As we continue to build our teams across the hundreds of cities where we operate, the Bay Area remains our original home. We are excited to deepen our roots across the Bay by investing in the revitalization of historic downtown Oakland and to become a permanent part of the fabric of the East Bay community by adding thousands of jobs at our Oakland site.”\u003c/p>\n\u003cp>Uber currently has about 2,000 employees in its San Francisco offices. The new Oakland offices will supplement two office towers the company is building in Mission Bay.\u003c/p>\n\u003cp>Real estate and economic development analysts say they expect Uber's arrival in Oakland could trigger a surge in residential housing construction in the city and may help attract other big-name tech firms to the city.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Gov. Jerry Brown, an Oakland resident and the city's former mayor, made housing construction a priority during his two terms. That led to thousands of new apartment and condo units being built in the city's downtown, Uptown and Jack London Square neighborhoods. Earlier this year, construction began on Brooklyn Basin, a planned 3,100-unit development on the Oakland Estuary southeast of Jack London Square.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Uber is coming to Oakland.\u003c/p>\n\u003cp>In a joint announcement with city officials, the ride-service company announced it's buying \u003ca href=\"https://localwiki.org/oakland/H._C._Capwell_Company\" target=\"_blank\">a historic department store building\u003c/a> at 19th and Broadway and will open a branch of its global headquarters at the site.\u003c/p>\n\u003cp>The company, still privately held and valued at $50 billion as it continues its worldwide expansion, says it expects 2,000 to 3,000 staffers to work in the Oakland facility when it opens in 2017. If those staffing levels are attained, Uber would become the city's largest non-government, non-hospital employer.\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch3>Oakland's 10 Largest Employers\u003c/h3>\n\u003cp>\u003cstrong>Employer:Employees\u003c/strong>\u003cbr>\n1. State of California: 7,480\u003cbr>\n2. Kaiser Permanente: 7,000\u003cbr>\n3. City of Oakland: 4,807\u003cbr>\n4. Alameda County: 4,600\u003cbr>\n5. Oakland Unified School District: 4,457\u003cbr>\n6. UCSF Benioff Children's Hospital: 2,600\u003cbr>\n7. U.S. Postal Service: 2,203\u003cbr>\n8. Alameda Health System: 2,131\u003cbr>\n9. Southwest Airlines: 2,139\u003cbr>\n10. Alta Bates Sutter Medical Center/Summit: 2,000\u003cbr>\n\u003csmall>\u003cstrong>Source: \u003ca href=\"http://www.bizjournals.com/sanfrancisco/subscriber-only/2015/01/02/employers-oakland.html\" target=\"_blank\">San Francisco Business Times\u003c/a>\u003c/strong>\u003c/small>\u003c/p>\n\u003c/aside>\n\u003cp>Uber bought the building, which boasts 330,000 square feet of office space, from Lane Partners. The real estate firm had been redeveloping the site, last occupied by Sears last year, into a mixed retail and office development called Uptown Station. The purchase price for the seven-story edifice,\u003ca href=\"http://www.bizjournals.com/sanfrancisco/blog/real-estate/2015/06/oakland-brooklyn-basin-infrastructure-housing.html\" target=\"_blank\"> long rumored\u003c/a> to be the future home of a tech tenant, was not disclosed.\u003c/p>\n\u003cp>One question that arose immediately about the announcement was whether Oakland officials had offered financial incentives to attract the company.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Mayor Libby Schaaf said no tax preferences or other incentives were offered.\u003c/p>\n\u003cp>Instead, she told KTVU \u003ca href=\"http://www.ktvu.com/news/23581468-story\" target=\"_blank\">in an interview\u003c/a> Wednesday morning, Uber \"chose Oakland for its magic -- for its soul.\"\u003c/p>\n\u003cp>Schaaf also acknowledged that many in the community will be wary of Uber's arrival and the nearly inevitable upward pressure on home prices the new headquarters will create. The city has already seen a spike in demand for housing and a corresponding rise in apartment rents, due largely to the technology boom in San Francisco and Silicon Valley.\u003c/p>\n\u003cp>\"We are going to be working to get them to commit to make sure that we preserve that soul ... and that's affordability, that's equity, that's fighting against displacement,\" she said. \"And it's also preserving the cultural vitality of that neighborhood.\"\u003c/p>\n\u003cp>Schaaf and company officials acknowledged at a Wednesday press conference that no steps have yet been taken -- for instance, a community benefits plan of some sort -- to try to \"preserve that soul.\"\u003c/p>\n\u003cp>Renee Atwood, Uber's \"global head of people and places,\" said in a statement released before the press conference: “As we continue to build our teams across the hundreds of cities where we operate, the Bay Area remains our original home. We are excited to deepen our roots across the Bay by investing in the revitalization of historic downtown Oakland and to become a permanent part of the fabric of the East Bay community by adding thousands of jobs at our Oakland site.”\u003c/p>\n\u003cp>Uber currently has about 2,000 employees in its San Francisco offices. The new Oakland offices will supplement two office towers the company is building in Mission Bay.\u003c/p>\n\u003cp>Real estate and economic development analysts say they expect Uber's arrival in Oakland could trigger a surge in residential housing construction in the city and may help attract other big-name tech firms to the city.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Gov. Jerry Brown, an Oakland resident and the city's former mayor, made housing construction a priority during his two terms. That led to thousands of new apartment and condo units being built in the city's downtown, Uptown and Jack London Square neighborhoods. Earlier this year, construction began on Brooklyn Basin, a planned 3,100-unit development on the Oakland Estuary southeast of Jack London Square.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>A federal judge in San Francisco \u003ca href=\"http://www.cand.uscourts.gov/EMC/OConnorvUberTechnologies\">has ruled\u003c/a> that a lawsuit by a group of Uber drivers seeking to be classified as employees instead of independent contractors can move forward as a class action against the company.\u003c/p>\n\u003cp>U.S. District Court Judge Edward Chen said the key question before him was whether drivers' working relationships with Uber were \"sufficiently similar so that a jury can resolve [their] legal claims all at once.\"\u003c/p>\n\u003cp>In a 68-page ruling, Chen called a number of Uber's arguments -- including that its drivers are too diverse to be considered a class -- \"problematic.\"\u003c/p>\n\u003cp>While the case could potentially affect 160,000 California Uber drivers, Chen excluded drivers who signed a 2014 arbitration clause. With that group excluded, he ruled the class will include UberBlack, UberX and UberSUV drivers who signed up with the company and were paid as individuals over the past six years.\u003c/p>\n\u003cp>Shannon Liss-Riordan, a Boston-based labor attorney who represents the drivers, said that means most California drivers who worked for Uber before May 2014 could be included.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"This decision is a major victory for Uber drivers,\" Liss-Riordan said. \"It will allow thousands of Uber drivers to participate in this case to challenge their misclassification as independent contractors.\"\u003c/p>\n\u003cp>An Uber spokeswoman, Natalia Montalvo, interpreted the class certification in an email as applying to \"a tiny fraction of the class that the plaintiffs were seeking.\"\u003c/p>\n\u003cp>\"We'll most likely appeal the decision as partners use Uber on their own terms, and there really is not a typical driver, the key question at issue,\" Montalvo said.\u003c/p>\n\u003cp>Last month, before the federal court hearing on class certification, Uber attorney Ted Boutrous accused the three drivers who are lead plaintiffs of \"acting against the interest of the very people they seek to represent.\"\u003c/p>\n\u003cp>Boutrous, surrounded by about a dozen Uber drivers, repeated Uber's position that drivers like being independent contractors because it allows them freedom over their schedules.\u003c/p>\n\u003cp>But after that hearing Liss-Riordan stressed, in an interview with reporters, that drivers aren't entitled to basic wage protections, unemployment pay if they are terminated, or workers compensation if they're injured on the job.\u003c/p>\n\u003cp>\"Everyone understands the flexibility. We understand that. That's the reason why a lot of drivers do it,\" she said. \"But that doesn't mean they're not entitled to the protections of employment when they're doing their work.\"\u003c/p>\n\u003cp>Liss-Riordan said there's no reason why the flexibility couldn't continue if the suit prevails. Chen seemed to concur in his ruling: \"Uber has not definitely established that all (or even much) of this 'flexibility' would necessarily be lost, nor has Uber even established that a victory for Plaintiffs in this lawsuit would require Uber to use 'less flexible' work schedules going forward.\"\u003c/p>\n\u003cp>As \u003ca href=\"http://ww2.kqed.org/news/2015/08/06/judge-to-consider-expanding-drivers-lawsuit-against-uber\">we've written\u003c/a>, if the suit is successful it could have sweeping consequences for Uber, threatening the company's business model that relies on drivers to pay their own expenses and work as independent contractors.\u003c/p>\n\u003cp>The three drivers are seeking reimbursement for those expenses, including gas and car maintenance, as well as tips that Liss-Riordan said were advertised to customers as being included in the fare but not distributed to drivers. \u003c/p>\n\u003cp>If drivers become employees, Uber would be required to pay expenses -- under California's wage law -- withhold taxes and pay for unemployment, Social Security and workers compensation.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Pending the outcome of any appeal of Tuesday's ruling, the case is expected to go to trial sometime next year.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A federal judge in San Francisco \u003ca href=\"http://www.cand.uscourts.gov/EMC/OConnorvUberTechnologies\">has ruled\u003c/a> that a lawsuit by a group of Uber drivers seeking to be classified as employees instead of independent contractors can move forward as a class action against the company.\u003c/p>\n\u003cp>U.S. District Court Judge Edward Chen said the key question before him was whether drivers' working relationships with Uber were \"sufficiently similar so that a jury can resolve [their] legal claims all at once.\"\u003c/p>\n\u003cp>In a 68-page ruling, Chen called a number of Uber's arguments -- including that its drivers are too diverse to be considered a class -- \"problematic.\"\u003c/p>\n\u003cp>While the case could potentially affect 160,000 California Uber drivers, Chen excluded drivers who signed a 2014 arbitration clause. With that group excluded, he ruled the class will include UberBlack, UberX and UberSUV drivers who signed up with the company and were paid as individuals over the past six years.\u003c/p>\n\u003cp>Shannon Liss-Riordan, a Boston-based labor attorney who represents the drivers, said that means most California drivers who worked for Uber before May 2014 could be included.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"This decision is a major victory for Uber drivers,\" Liss-Riordan said. \"It will allow thousands of Uber drivers to participate in this case to challenge their misclassification as independent contractors.\"\u003c/p>\n\u003cp>An Uber spokeswoman, Natalia Montalvo, interpreted the class certification in an email as applying to \"a tiny fraction of the class that the plaintiffs were seeking.\"\u003c/p>\n\u003cp>\"We'll most likely appeal the decision as partners use Uber on their own terms, and there really is not a typical driver, the key question at issue,\" Montalvo said.\u003c/p>\n\u003cp>Last month, before the federal court hearing on class certification, Uber attorney Ted Boutrous accused the three drivers who are lead plaintiffs of \"acting against the interest of the very people they seek to represent.\"\u003c/p>\n\u003cp>Boutrous, surrounded by about a dozen Uber drivers, repeated Uber's position that drivers like being independent contractors because it allows them freedom over their schedules.\u003c/p>\n\u003cp>But after that hearing Liss-Riordan stressed, in an interview with reporters, that drivers aren't entitled to basic wage protections, unemployment pay if they are terminated, or workers compensation if they're injured on the job.\u003c/p>\n\u003cp>\"Everyone understands the flexibility. We understand that. That's the reason why a lot of drivers do it,\" she said. \"But that doesn't mean they're not entitled to the protections of employment when they're doing their work.\"\u003c/p>\n\u003cp>Liss-Riordan said there's no reason why the flexibility couldn't continue if the suit prevails. Chen seemed to concur in his ruling: \"Uber has not definitely established that all (or even much) of this 'flexibility' would necessarily be lost, nor has Uber even established that a victory for Plaintiffs in this lawsuit would require Uber to use 'less flexible' work schedules going forward.\"\u003c/p>\n\u003cp>As \u003ca href=\"http://ww2.kqed.org/news/2015/08/06/judge-to-consider-expanding-drivers-lawsuit-against-uber\">we've written\u003c/a>, if the suit is successful it could have sweeping consequences for Uber, threatening the company's business model that relies on drivers to pay their own expenses and work as independent contractors.\u003c/p>\n\u003cp>The three drivers are seeking reimbursement for those expenses, including gas and car maintenance, as well as tips that Liss-Riordan said were advertised to customers as being included in the fare but not distributed to drivers. \u003c/p>\n\u003cp>If drivers become employees, Uber would be required to pay expenses -- under California's wage law -- withhold taxes and pay for unemployment, Social Security and workers compensation.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Pending the outcome of any appeal of Tuesday's ruling, the case is expected to go to trial sometime next year.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>When Uber \u003ca href=\"http://newsroom.uber.com/wp-content/uploads/2015/01/UberMADD-Report.pdf\" target=\"_blank\" rel=\"noopener\">released a study\u003c/a> earlier this year produced with Mothers Against Drunk Driving, taking credit for a decline in drunken driving-related car crashes among drivers under 30, \u003ca href=\"https://www.propublica.org/article/uber-claims-credit-for-drop-in-drunk-driving-accidents-but-wheres-evidence\" target=\"_blank\" rel=\"noopener\">it was called out\u003c/a> for not producing enough evidence to make the connection.\u003c/p>\n\u003cp>But now comes \u003ca href=\"http://papers.ssrn.com/sol3/papers.cfm?abstract_id=2557612\" target=\"_blank\" rel=\"noopener\">a study\u003c/a> from researchers at Philadelphia’s Temple University that suggests the entry of Uber’s low-cost ride service, Uber X, into 14 California counties led to a 3.6 to 5.6 percent decline in drunken driving deaths.\u003c/p>\n\u003cp>Brad Greenwood, \u003ca href=\"http://www.fox.temple.edu/mcm_people/brad-greenwood-2/\" target=\"_blank\" rel=\"noopener\">an assistant professor\u003c/a> at Temple University’s Fox School of Business, got the idea for the study after he’d had a little too much to drink at a friend’s wedding and decided to take Uber home. His research was conducted independent of Uber, although Greenwood says he’s discussed the findings with company officials.\u003c/p>\n\u003cp>Greenwood and his colleague Sunil Wattal, \u003ca href=\"http://www.fox.temple.edu/mcm_people/sunilwattal/\" target=\"_blank\" rel=\"noopener\">also an associate professor\u003c/a> at Temple University, analyzed data from the California Highway Patrol’s \u003ca href=\"http://iswitrs.chp.ca.gov/Reports/jsp/userLogin.jsp\" target=\"_blank\" rel=\"noopener\">Statewide Integrated Traffic Records System\u003c/a> from 2009 to 2014.\u003c/p>\n\u003cp>That data told them the number of crashes that happened in each county along with “blood alcohol content of the driver (i.e. if alcohol was involved), the number of parties involved, weather, speed, and other environmental factors,” according to the study.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Rather than look at overall trends for drunken driving-related deaths, the researchers were able to observe statistics for the different times Uber entered different markets and compare them with each other.\u003c/p>\n\u003cp>“If there’s an overall drop off, we wouldn’t see an effect that’s just correlated with Uber,” Greenwood explains. “We’d just see the overall change in the trend, which would be completely uncorrelated with Uber’s entry.”\u003c/p>\n\u003cp>Greenwood says he was surprised to find that people seem less inclined to take Uber during a period of surge pricing, or generally if the cost is too high. From the study:\u003c/p>\n\u003cblockquote>\u003cp>While results suggest that introducing Uber X into a city has a significant dampening effect on the number of alcohol related driving deaths, the introduction of Uber Black does not. All else equal this suggests several key pieces of information. First, it suggests that previous within city investigations of the effect of Uber entry may have been overstated. Second, it suggests that a coupling of cost and availability is the key driving force behind the decrease in DUI related deaths, indicating that patrons are unwilling to pay a price premium for the Uber Black service, even in the short term. Economically, these results suggest an average decrease in DUIs related homicides of 3.6% in locations treated by Uber X in the state of California.\u003c/p>\u003c/blockquote>\n\u003cp>But Greenwood says this is also a bit of a gray area, because Uber has refused to release data on surge pricing, so researchers can’t tell when it was in effect.\u003c/p>\n\u003cp>“I think the company is cognizant of the fact that [surge pricing] may have this negative effect on the rate of drunk driving,” he says.\u003c/p>\n\u003cp>Natasha Thomas, the program director for the Bay Area chapter of Mothers Against Drunk Driving, says she expects to see more studies that produce similar results.\u003c/p>\n\u003cp>“We definitely do believe that Uber, or any other ride-sharing company, has helped us in our fight against drunk driving,” she says. “They offer reliable, right-to-the-minute services to help people get home safe instead of getting behind their wheels intoxicated.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Greenwood says a lot of the debate about ride services and the “sharing economy” is based on speculation. His hope is that policymakers take the findings of studies, like his, to try and quantify the potential benefits of companies like Uber.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>When Uber \u003ca href=\"http://newsroom.uber.com/wp-content/uploads/2015/01/UberMADD-Report.pdf\" target=\"_blank\" rel=\"noopener\">released a study\u003c/a> earlier this year produced with Mothers Against Drunk Driving, taking credit for a decline in drunken driving-related car crashes among drivers under 30, \u003ca href=\"https://www.propublica.org/article/uber-claims-credit-for-drop-in-drunk-driving-accidents-but-wheres-evidence\" target=\"_blank\" rel=\"noopener\">it was called out\u003c/a> for not producing enough evidence to make the connection.\u003c/p>\n\u003cp>But now comes \u003ca href=\"http://papers.ssrn.com/sol3/papers.cfm?abstract_id=2557612\" target=\"_blank\" rel=\"noopener\">a study\u003c/a> from researchers at Philadelphia’s Temple University that suggests the entry of Uber’s low-cost ride service, Uber X, into 14 California counties led to a 3.6 to 5.6 percent decline in drunken driving deaths.\u003c/p>\n\u003cp>Brad Greenwood, \u003ca href=\"http://www.fox.temple.edu/mcm_people/brad-greenwood-2/\" target=\"_blank\" rel=\"noopener\">an assistant professor\u003c/a> at Temple University’s Fox School of Business, got the idea for the study after he’d had a little too much to drink at a friend’s wedding and decided to take Uber home. His research was conducted independent of Uber, although Greenwood says he’s discussed the findings with company officials.\u003c/p>\n\u003cp>Greenwood and his colleague Sunil Wattal, \u003ca href=\"http://www.fox.temple.edu/mcm_people/sunilwattal/\" target=\"_blank\" rel=\"noopener\">also an associate professor\u003c/a> at Temple University, analyzed data from the California Highway Patrol’s \u003ca href=\"http://iswitrs.chp.ca.gov/Reports/jsp/userLogin.jsp\" target=\"_blank\" rel=\"noopener\">Statewide Integrated Traffic Records System\u003c/a> from 2009 to 2014.\u003c/p>\n\u003cp>That data told them the number of crashes that happened in each county along with “blood alcohol content of the driver (i.e. if alcohol was involved), the number of parties involved, weather, speed, and other environmental factors,” according to the study.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Rather than look at overall trends for drunken driving-related deaths, the researchers were able to observe statistics for the different times Uber entered different markets and compare them with each other.\u003c/p>\n\u003cp>“If there’s an overall drop off, we wouldn’t see an effect that’s just correlated with Uber,” Greenwood explains. “We’d just see the overall change in the trend, which would be completely uncorrelated with Uber’s entry.”\u003c/p>\n\u003cp>Greenwood says he was surprised to find that people seem less inclined to take Uber during a period of surge pricing, or generally if the cost is too high. From the study:\u003c/p>\n\u003cblockquote>\u003cp>While results suggest that introducing Uber X into a city has a significant dampening effect on the number of alcohol related driving deaths, the introduction of Uber Black does not. All else equal this suggests several key pieces of information. First, it suggests that previous within city investigations of the effect of Uber entry may have been overstated. Second, it suggests that a coupling of cost and availability is the key driving force behind the decrease in DUI related deaths, indicating that patrons are unwilling to pay a price premium for the Uber Black service, even in the short term. Economically, these results suggest an average decrease in DUIs related homicides of 3.6% in locations treated by Uber X in the state of California.\u003c/p>\u003c/blockquote>\n\u003cp>But Greenwood says this is also a bit of a gray area, because Uber has refused to release data on surge pricing, so researchers can’t tell when it was in effect.\u003c/p>\n\u003cp>“I think the company is cognizant of the fact that [surge pricing] may have this negative effect on the rate of drunk driving,” he says.\u003c/p>\n\u003cp>Natasha Thomas, the program director for the Bay Area chapter of Mothers Against Drunk Driving, says she expects to see more studies that produce similar results.\u003c/p>\n\u003cp>“We definitely do believe that Uber, or any other ride-sharing company, has helped us in our fight against drunk driving,” she says. “They offer reliable, right-to-the-minute services to help people get home safe instead of getting behind their wheels intoxicated.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Greenwood says a lot of the debate about ride services and the “sharing economy” is based on speculation. His hope is that policymakers take the findings of studies, like his, to try and quantify the potential benefits of companies like Uber.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
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"info": "Our weekly podcast explores how the media 'sausage' is made, casts an incisive eye on fluctuations in the marketplace of ideas, and examines threats to the freedom of information and expression in America and abroad. For one hour a week, the show tries to lift the veil from the process of \"making media,\" especially news media, because it's through that lens that we see the world and the world sees us",
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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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