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"content": "\u003cp>When Waheed Etimad left home to drive for \u003ca href=\"https://www.uber.com/\" target=\"_blank\" rel=\"noopener\">Uber\u003c/a> on Saturday nights, his family knew they wouldn’t see him until Sunday morning. He usually drove late, taxiing people to and from restaurants and bars. He’d get home a few hours before his kids got up to watch morning cartoons and his wife cooked breakfast.\u003c/p>\n\u003cp>But this past Sunday, the family got news that Etimad died on the road. Etimad was killed at 2:30 a.m. by a 21-year-old woman who got on Highway 101 in San Francisco going the wrong-way. In a statement, Uber said, “This was a horribly tragic incident and our hearts go out to the victim and his grieving family.”\u003c/p>\n\u003cp>Etimad came to the U.S. from Afghanistan, where he served as a translator with the U.S. Army. The 40-year-old had seven children, and was driving for Uber while he pursued a degree at Diablo Valley College.\u003c/p>\n\u003cp>His family could not be reached for comment, but Etimad was their sole breadwinner. To come up with funds for his funeral, the family started a \u003ca href=\"https://www.gofundme.com/need-help-funeral-and-memorial-services\" target=\"_blank\" rel=\"noopener\">GoFundMe campaign\u003c/a>, which quickly got attention online. In two days, the fund had jumped to more than $205,000.\u003c/p>\n\u003cp>Because Uber classifies its workers as contractors, not employees, they are not covered by worker’s compensation, which provides weekly financial support and covers funeral expenses. The company offers private \u003ca href=\"https://help.uber.com/partners/article/driver-injury-protection?nodeId=ba03b1db-46f9-4350-9a39-8a98b83f813e\" target=\"_blank\" rel=\"noopener\">insurance\u003c/a> which costs 4 cents a mile.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Uber has not disclosed if Etimad had opted to pay for insurance and if his family will receive any compensation for his death.\u003c/p>\n\n",
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"content": "\u003cp>Uber, the largest and most influential on-demand gig company in the country, has always claimed that its drivers are contractors, not employees.\u003c/p>\n\u003cp>The San Francisco-based company insists it’s not a taxi business but rather a tech firm that creates a platform, or online marketplace, to connect riders to independent drivers. In other words, Uber contends, its employees are the people who build its technology, not the ones driving the cars.\u003c/p>\n\u003cp>Uber's argument has become the standard line of reasoning for the countless on-demand gig companies that have followed in its wake: Employees build the marketplace, contractors do the gigs.\u003c/p>\n\u003cp>How workers are classified determines the type of protections and benefits they're eligible to receive. Employees, unlike contractors who are considered self-employed, generally qualify for minimum wage guarantees, workers' compensation, unemployment insurance and other benefits.\u003c/p>\n\u003cp>“Uber has been incredibly, incredibly smart about proactively and defensively ensuring that their workers are not legally classified as employees,” said Veena Dubal, a law professor at UC Hastings, who has researched Uber and Lyft since their inception.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“They’ve gone to state legislatures,\" she added. \"They’ve gone through city councils. They’ve paid millions of dollars to lobbyists.”\u003c/p>\n\u003cp>The list goes on, she said, but it begins with the arbitration clauses.\u003c/p>\n\u003cp>Uber, like most gig companies, Dubal explained, requires its drivers to sign arbitration clauses, which forces them to handle issues directly with the company rather than in court. This, Dubal said, prevents many of the claims related to worker misclassification from ever seeing the light of day.\u003c/p>\n\u003cp>Uber has also successfully lobbied more than half the state legislatures in the country to pass legislation that protects how it classifies workers, \u003ca href=\"https://www.nelp.org/publication/uber-state-interference/\" target=\"_blank\" rel=\"noopener\">according to the National Employment Law Project\u003c/a>. In states like Florida and Texas, the company has successfully pushed for laws that pre-empt local regulations to ensure its drivers continue to be considered contractors.\u003c/p>\n\u003cp>Additionally, the company supports marketing efforts like the California Chamber of Commerce’s \u003ca href=\"https://imindependent.co/\" target=\"_blank\" rel=\"noopener\">I’m Independent Coalition\u003c/a>, which features testimonials from people in different professions describing the advantages of working as contractors, including the flexibility it allows.\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch3>\u003ca href=\"https://www.kqed.org/news/11718822/tech-labor-and-newsom-search-for-common-ground-on-the-future-of-gig-workers\">Tech, Labor and Newsom Search for Common Ground\u003c/a>\u003c/h3>\n\u003cfigure>\u003ca href=\"https://www.kqed.org/news/11718822/tech-labor-and-newsom-search-for-common-ground-on-the-future-of-gig-workers\">\u003cimg src=\"https://ww2.kqed.org/wp-content/uploads/sites/10/2016/02/RS16541_IMG_0523-qut-2-1920x1280.jpg\" alt=\"\">\u003c/a>\u003c/figure>\n\u003c/aside>\n\u003cp>Uber declined to comment for this story.\u003c/p>\n\u003cp>\u003cstrong>Uber's anti-organizing, organizing strategy\u003c/strong>\u003c/p>\n\u003cp>In several large cities where Uber and taxi drivers have spent years organizing for stronger worker protections, the company has swooped in to offer its own solutions.\u003c/p>\n\u003cp>In New York, for instance, Uber struck a deal with a local affiliate of the Machinists Union to create the \u003ca href=\"https://drivingguild.org/\" target=\"_blank\" rel=\"noopener\">Independent Drivers Guild (IDG)\u003c/a> to serve as an advocacy group for drivers.\u003c/p>\n\u003cp>The IDG claims successes like ensuring benefits for families of drivers who die on the road. But the organization has no collective bargaining powers, which are traditionally available only to employees in a union.\u003c/p>\n\u003cp>Bhairavi Desai, who heads the \u003ca href=\"http://www.nytwa.org/\" target=\"_blank\" rel=\"noopener\">New York Taxi Workers Alliance\u003c/a>, said the IDG might look like a kind of union, but it lacks the independence from Uber that it would need to be truly effective.\u003c/p>\n\u003cp>“How on earth can workers properly defend themselves, protect themselves, fight for more, if the company is the one that controls you?” Bhairavi said.\u003c/p>\n\u003cp>Meanwhile, in Seattle, a lawsuit filed by the U.S. Chamber of Commerce on behalf of Uber, Lyft and other ride-service companies successfully challenged a local ordinance that had been unanimously approved by the city council in 2015, allowing gig drivers to collectively bargain for wages and benefits. The suit argued that because drivers are running their own businesses as contractors, allowing them to unionize would reduce competition and raise prices, in violation of antitrust law.\u003c/p>\n\u003cp>Seattle's law, the first of its kind in the country, \u003ca href=\"https://www.seattletimes.com/seattle-news/transportation/seattles-uber-unionization-law-on-hold-after-9th-circuit-rules-against-city/\" target=\"_blank\" rel=\"noopener\">has been on hold\u003c/a> since a three-judge panel of the 9th U.S. Circuit Court of Appeals ruled in May that it could be challenged under federal antitrust law, and sent it back to a lower court.\u003c/p>\n\u003cp>Antitrust law was not intended to go after workers, but to break up big corporate monopolies, said Marshall Steinbaum, an economist at the \u003ca href=\"http://rooseveltinstitute.org/marshall-steinbaum/\" target=\"_blank\" rel=\"noopener\">Roosevelt Institute\u003c/a>. “The idea that Uber could use antitrust to go after its own drivers is ridiculous,” he said.\u003c/p>\n\u003cp>After the lawsuit was filed, the city decided to re-examine the ordinance.\u003c/p>\n\u003cp>\u003cstrong>The California Battlefront\u003c/strong>\u003c/p>\n\u003cp>In the wake of a \u003ca href=\"https://www.kqed.org/news/11718822/tech-labor-and-newsom-search-for-common-ground-on-the-future-of-gig-workers\" target=\"_blank\" rel=\"noopener\">California Supreme Court decision\u003c/a> last spring that makes it harder for gig companies to classify workers as contractors, Uber and other firms have actively negotiated with state labor unions to minimize the ruling’s impact on their businesses, suggesting ideas like portable benefits for drivers and additional non-unionized worker guilds.\u003c/p>\n\u003cp>https://youtu.be/tzByeVa-ajY\u003c/p>\n\u003cp>\u003ca href=\"https://calaborfed.org/about-us/our-staff/\" target=\"_blank\" rel=\"noopener\">Caitlin Vega\u003c/a>, legislative director of the California Labor Federation, said it's essential to protect the court's decision, which she calls one of the biggest wins for labor in the last 40 years.\u003c/p>\n\u003cp>“[It] offers the potential to have a real impact on people’s lives, on their wages and their working conditions, unless there is an alternative that is better for workers,” she said. \"Better wages, better working conditions, better quality of life. I can’t see someone making that trade.”\u003c/p>\n\u003cp>Some Uber drivers worry that their concerns will be buried in the storm of negotiations now at play in Sacramento.\u003c/p>\n\u003cp>George, an Uber driver in Los Angeles, who didn't want to use his last name for fear of retaliation, said that drivers are no match for a company with that kind of clout.\u003c/p>\n\u003cp>“They have the upper hand,” he said. \"They’re a huge company with all the technology and we're unorganized or disorganized, at the moment anyway.”\u003c/p>\n\u003cp>George said he would like to have the kind of protections that employees have, like workers' compensation and guaranteed minimum wage, as long as he can still set his own hours. But mostly, he said, he wants more say over things like the wages he receives, how much the company charges for rides and how many cars it puts on the road.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>George said he plans to demonstrate with other drivers in Los Angeles later this month, in the hopes their voices will be heard by state legislators, where the fate of California's gig workers may ultimately be decided.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Uber, the largest and most influential on-demand gig company in the country, has always claimed that its drivers are contractors, not employees.\u003c/p>\n\u003cp>The San Francisco-based company insists it’s not a taxi business but rather a tech firm that creates a platform, or online marketplace, to connect riders to independent drivers. In other words, Uber contends, its employees are the people who build its technology, not the ones driving the cars.\u003c/p>\n\u003cp>Uber's argument has become the standard line of reasoning for the countless on-demand gig companies that have followed in its wake: Employees build the marketplace, contractors do the gigs.\u003c/p>\n\u003cp>How workers are classified determines the type of protections and benefits they're eligible to receive. Employees, unlike contractors who are considered self-employed, generally qualify for minimum wage guarantees, workers' compensation, unemployment insurance and other benefits.\u003c/p>\n\u003cp>“Uber has been incredibly, incredibly smart about proactively and defensively ensuring that their workers are not legally classified as employees,” said Veena Dubal, a law professor at UC Hastings, who has researched Uber and Lyft since their inception.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“They’ve gone to state legislatures,\" she added. \"They’ve gone through city councils. They’ve paid millions of dollars to lobbyists.”\u003c/p>\n\u003cp>The list goes on, she said, but it begins with the arbitration clauses.\u003c/p>\n\u003cp>Uber, like most gig companies, Dubal explained, requires its drivers to sign arbitration clauses, which forces them to handle issues directly with the company rather than in court. This, Dubal said, prevents many of the claims related to worker misclassification from ever seeing the light of day.\u003c/p>\n\u003cp>Uber has also successfully lobbied more than half the state legislatures in the country to pass legislation that protects how it classifies workers, \u003ca href=\"https://www.nelp.org/publication/uber-state-interference/\" target=\"_blank\" rel=\"noopener\">according to the National Employment Law Project\u003c/a>. In states like Florida and Texas, the company has successfully pushed for laws that pre-empt local regulations to ensure its drivers continue to be considered contractors.\u003c/p>\n\u003cp>Additionally, the company supports marketing efforts like the California Chamber of Commerce’s \u003ca href=\"https://imindependent.co/\" target=\"_blank\" rel=\"noopener\">I’m Independent Coalition\u003c/a>, which features testimonials from people in different professions describing the advantages of working as contractors, including the flexibility it allows.\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch3>\u003ca href=\"https://www.kqed.org/news/11718822/tech-labor-and-newsom-search-for-common-ground-on-the-future-of-gig-workers\">Tech, Labor and Newsom Search for Common Ground\u003c/a>\u003c/h3>\n\u003cfigure>\u003ca href=\"https://www.kqed.org/news/11718822/tech-labor-and-newsom-search-for-common-ground-on-the-future-of-gig-workers\">\u003cimg src=\"https://ww2.kqed.org/wp-content/uploads/sites/10/2016/02/RS16541_IMG_0523-qut-2-1920x1280.jpg\" alt=\"\">\u003c/a>\u003c/figure>\n\u003c/aside>\n\u003cp>Uber declined to comment for this story.\u003c/p>\n\u003cp>\u003cstrong>Uber's anti-organizing, organizing strategy\u003c/strong>\u003c/p>\n\u003cp>In several large cities where Uber and taxi drivers have spent years organizing for stronger worker protections, the company has swooped in to offer its own solutions.\u003c/p>\n\u003cp>In New York, for instance, Uber struck a deal with a local affiliate of the Machinists Union to create the \u003ca href=\"https://drivingguild.org/\" target=\"_blank\" rel=\"noopener\">Independent Drivers Guild (IDG)\u003c/a> to serve as an advocacy group for drivers.\u003c/p>\n\u003cp>The IDG claims successes like ensuring benefits for families of drivers who die on the road. But the organization has no collective bargaining powers, which are traditionally available only to employees in a union.\u003c/p>\n\u003cp>Bhairavi Desai, who heads the \u003ca href=\"http://www.nytwa.org/\" target=\"_blank\" rel=\"noopener\">New York Taxi Workers Alliance\u003c/a>, said the IDG might look like a kind of union, but it lacks the independence from Uber that it would need to be truly effective.\u003c/p>\n\u003cp>“How on earth can workers properly defend themselves, protect themselves, fight for more, if the company is the one that controls you?” Bhairavi said.\u003c/p>\n\u003cp>Meanwhile, in Seattle, a lawsuit filed by the U.S. Chamber of Commerce on behalf of Uber, Lyft and other ride-service companies successfully challenged a local ordinance that had been unanimously approved by the city council in 2015, allowing gig drivers to collectively bargain for wages and benefits. The suit argued that because drivers are running their own businesses as contractors, allowing them to unionize would reduce competition and raise prices, in violation of antitrust law.\u003c/p>\n\u003cp>Seattle's law, the first of its kind in the country, \u003ca href=\"https://www.seattletimes.com/seattle-news/transportation/seattles-uber-unionization-law-on-hold-after-9th-circuit-rules-against-city/\" target=\"_blank\" rel=\"noopener\">has been on hold\u003c/a> since a three-judge panel of the 9th U.S. Circuit Court of Appeals ruled in May that it could be challenged under federal antitrust law, and sent it back to a lower court.\u003c/p>\n\u003cp>Antitrust law was not intended to go after workers, but to break up big corporate monopolies, said Marshall Steinbaum, an economist at the \u003ca href=\"http://rooseveltinstitute.org/marshall-steinbaum/\" target=\"_blank\" rel=\"noopener\">Roosevelt Institute\u003c/a>. “The idea that Uber could use antitrust to go after its own drivers is ridiculous,” he said.\u003c/p>\n\u003cp>After the lawsuit was filed, the city decided to re-examine the ordinance.\u003c/p>\n\u003cp>\u003cstrong>The California Battlefront\u003c/strong>\u003c/p>\n\u003cp>In the wake of a \u003ca href=\"https://www.kqed.org/news/11718822/tech-labor-and-newsom-search-for-common-ground-on-the-future-of-gig-workers\" target=\"_blank\" rel=\"noopener\">California Supreme Court decision\u003c/a> last spring that makes it harder for gig companies to classify workers as contractors, Uber and other firms have actively negotiated with state labor unions to minimize the ruling’s impact on their businesses, suggesting ideas like portable benefits for drivers and additional non-unionized worker guilds.\u003c/p>\u003c/p>\u003cp>\u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutube'>\n \u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutubeInside'>\n \u003ciframe\n loading='lazy'\n class='utils-parseShortcode-shortcodes-__youtubeShortcode__youtubePlayer'\n type='text/html'\n src='//www.youtube.com/embed/tzByeVa-ajY'\n title='//www.youtube.com/embed/tzByeVa-ajY'\n allowfullscreen='true'\n style='border:0;'>\u003c/iframe>\n \u003c/span>\n \u003c/span>\u003c/p>\u003cp>\u003cp>\u003ca href=\"https://calaborfed.org/about-us/our-staff/\" target=\"_blank\" rel=\"noopener\">Caitlin Vega\u003c/a>, legislative director of the California Labor Federation, said it's essential to protect the court's decision, which she calls one of the biggest wins for labor in the last 40 years.\u003c/p>\n\u003cp>“[It] offers the potential to have a real impact on people’s lives, on their wages and their working conditions, unless there is an alternative that is better for workers,” she said. \"Better wages, better working conditions, better quality of life. I can’t see someone making that trade.”\u003c/p>\n\u003cp>Some Uber drivers worry that their concerns will be buried in the storm of negotiations now at play in Sacramento.\u003c/p>\n\u003cp>George, an Uber driver in Los Angeles, who didn't want to use his last name for fear of retaliation, said that drivers are no match for a company with that kind of clout.\u003c/p>\n\u003cp>“They have the upper hand,” he said. \"They’re a huge company with all the technology and we're unorganized or disorganized, at the moment anyway.”\u003c/p>\n\u003cp>George said he would like to have the kind of protections that employees have, like workers' compensation and guaranteed minimum wage, as long as he can still set his own hours. But mostly, he said, he wants more say over things like the wages he receives, how much the company charges for rides and how many cars it puts on the road.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>George said he plans to demonstrate with other drivers in Los Angeles later this month, in the hopes their voices will be heard by state legislators, where the fate of California's gig workers may ultimately be decided.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Tech, Labor and Newsom Search for Common Ground on the Future of Gig Workers",
"title": "Tech, Labor and Newsom Search for Common Ground on the Future of Gig Workers",
"headTitle": "The California Report | KQED News",
"content": "\u003cp>When can companies in California classify their workers as independent contractors instead of employees?\u003c/p>\n\u003cp>That’s the question that's been hot on the minds of California lawmakers, labor unions and tech companies since April, when the California Supreme Court ruled that businesses must satisfy \u003ca href=\"https://scocal.stanford.edu/opinion/dynamex-operations-west-inc-v-superior-court-34584\" target=\"_blank\" rel=\"noopener\">three guidelines\u003c/a> to classify workers as contractors.\u003c/p>\n\u003cp>In \u003cem>Dynamex Operations West, Inc. v. Superior Court\u003c/em>, the state Supreme Court ruled that a worker can be considered a contractor only if:\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch3>\u003ca href=\"https://www.kqed.org/news/11719169/can-gavin-newsom-broker-a-deal-between-gig-workers-tech-and-unions\">The Bay: Can Newsom Broker a Deal Between Gig Workers, Tech and Unions?\u003c/a>\u003c/h3>\n\u003cfigure>\u003ca href=\"https://www.kqed.org/news/11719169/can-gavin-newsom-broker-a-deal-between-gig-workers-tech-and-unions\">\u003cimg src=\"https://ww2.kqed.org/wp-content/uploads/sites/10/2016/08/UberHailing-1920x1372.jpg\" alt=\"\">\u003c/a>\u003c/figure>\n\u003c/aside>\n\u003cp>A. The worker is free from the control and direction of the hirer in connection with the performance of the work.\u003c/p>\n\u003cp>B. The worker performs work that is outside the usual course of the hiring entity’s business.\u003c/p>\n\u003cp>C. The worker is customarily engaged in an independently established trade, occupation, or business.\u003c/p>\n\u003cp>Allan Zaremberg, head of the California Chamber of Commerce, said the ruling puts the Legislature in a unique position. A state law could override the court decision and return California to the pre-Dynamex test for employee status.\u003c/p>\n\u003cp>“The Legislature has never developed a law on who's an employee and who's an independent contractor,\" he said.\u003c/p>\n\u003cp>The court’s decision is especially concerning to tech companies like Uber, Lyft and Instacart, whose businesses rely heavily on a revolving army of contractors. They're among a group of tech firms partnering with the state Chamber of Commerce to \u003ca href=\"https://imindependent.co/\">lobby for legislation\u003c/a> that would loosen restrictions on who could be included as a contractor.\u003c/p>\n\u003cp>Without a new law, these companies would have to abide by the court's guidelines.\u003c/p>\n\u003cp>Uber, which has long been the largest and most influential on-demand gig company in the country, has always insisted that its drivers are not employees. The San Francisco-based company argues that it’s not a taxi company, but rather a tech firm that creates a platform or marketplace to connect riders to independent drivers. In other words, it says, its employees are the people who build its technology, not the one who drive people around.\u003c/p>\n\u003cp>It's the second requirement of the Dynamex ruling that poses the biggest dilemma for big gig-focussed companies like Uber. Because the San Francisco-based firm is in the business of giving rides, and its drivers are the ones who provide them, the company would be hard-pressed, under the court's guidelines, to classify those workers as anything but employees.\u003c/p>\n\u003cp>\"Some companies feel like that test is going to alter their business model, and in some cases that's true,\" said Steve Smith, a spokesman for the California Labor Federation, which would like to see more workers classified as employees.\u003c/p>\n\u003cp>If that presents a hardship for some tech companies, that’s just too bad, Smith added.\u003c/p>\n\u003cp>“If you build your business model based on cheating workers out of protections they deserve. then perhaps those business models shouldn't survive,\" he said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>How a worker is classified determines the type of protections and benefits they're eligible to receive. Employees generally qualify for things like minimum wage guarantees, workers' compensation, unemployment insurance and other benefits. Contractors, who are considered self-employed, aren’t eligible for any of those protections.\u003c/p>\n\u003cp>To that end, Assemblywoman Lorena Gonzalez, D-San Diego, authored \u003ca href=\"http://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=201920200AB5\">AB 5\u003c/a>, a bill that would require companies to follow the court's guidelines. It might not make sense for all workers to be classified as employees, she said, but gig workers still need some protections.\u003c/p>\n\u003cp>“We're having these discussions. We're going to work on this,\" she said. \"But it's really important to remember that we can't just abandon this idea that workers belong in the middle class, that there is no new form of work that is just a side hustle.”\u003c/p>\n\u003cp>Another bill, \u003ca href=\"http://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201920200AB71\" target=\"_blank\" rel=\"noopener\">AB 71, \u003c/a>would roll back the court's recent decision.\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">Uber and other gig companies have taken various steps in recent years to ensure that they can continue categorizing their workers as contractors. In some cases, like New York, they have set up drivers' organizations, which have less power than union organizations. Many workers\u003c/span>\u003cspan style=\"font-weight: 400\"> don’t see this as a sufficient solution.\u003c/span>\u003c/p>\n\u003cp>This fight also places Gov. Gavin Newsom, who received campaign support from both labor and the tech industry, in a particularly tricky position. He contends the issue should have been resolved before it went to court, and has urged both sides to find common ground.\u003c/p>\n\u003cp>He recently said his administration is even considering the creation of a committee to address the issue.\u003c/p>\n\u003cp>\"Because we could have been making determinations before that case ended up at the court,” he said.\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "Uber and other big gig companies are lobbying lawmakers in Sacramento to loosen recently established rules on who can be considered an independent contractor. ",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>When can companies in California classify their workers as independent contractors instead of employees?\u003c/p>\n\u003cp>That’s the question that's been hot on the minds of California lawmakers, labor unions and tech companies since April, when the California Supreme Court ruled that businesses must satisfy \u003ca href=\"https://scocal.stanford.edu/opinion/dynamex-operations-west-inc-v-superior-court-34584\" target=\"_blank\" rel=\"noopener\">three guidelines\u003c/a> to classify workers as contractors.\u003c/p>\n\u003cp>In \u003cem>Dynamex Operations West, Inc. v. Superior Court\u003c/em>, the state Supreme Court ruled that a worker can be considered a contractor only if:\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch3>\u003ca href=\"https://www.kqed.org/news/11719169/can-gavin-newsom-broker-a-deal-between-gig-workers-tech-and-unions\">The Bay: Can Newsom Broker a Deal Between Gig Workers, Tech and Unions?\u003c/a>\u003c/h3>\n\u003cfigure>\u003ca href=\"https://www.kqed.org/news/11719169/can-gavin-newsom-broker-a-deal-between-gig-workers-tech-and-unions\">\u003cimg src=\"https://ww2.kqed.org/wp-content/uploads/sites/10/2016/08/UberHailing-1920x1372.jpg\" alt=\"\">\u003c/a>\u003c/figure>\n\u003c/aside>\n\u003cp>A. The worker is free from the control and direction of the hirer in connection with the performance of the work.\u003c/p>\n\u003cp>B. The worker performs work that is outside the usual course of the hiring entity’s business.\u003c/p>\n\u003cp>C. The worker is customarily engaged in an independently established trade, occupation, or business.\u003c/p>\n\u003cp>Allan Zaremberg, head of the California Chamber of Commerce, said the ruling puts the Legislature in a unique position. A state law could override the court decision and return California to the pre-Dynamex test for employee status.\u003c/p>\n\u003cp>“The Legislature has never developed a law on who's an employee and who's an independent contractor,\" he said.\u003c/p>\n\u003cp>The court’s decision is especially concerning to tech companies like Uber, Lyft and Instacart, whose businesses rely heavily on a revolving army of contractors. They're among a group of tech firms partnering with the state Chamber of Commerce to \u003ca href=\"https://imindependent.co/\">lobby for legislation\u003c/a> that would loosen restrictions on who could be included as a contractor.\u003c/p>\n\u003cp>Without a new law, these companies would have to abide by the court's guidelines.\u003c/p>\n\u003cp>Uber, which has long been the largest and most influential on-demand gig company in the country, has always insisted that its drivers are not employees. The San Francisco-based company argues that it’s not a taxi company, but rather a tech firm that creates a platform or marketplace to connect riders to independent drivers. In other words, it says, its employees are the people who build its technology, not the one who drive people around.\u003c/p>\n\u003cp>It's the second requirement of the Dynamex ruling that poses the biggest dilemma for big gig-focussed companies like Uber. Because the San Francisco-based firm is in the business of giving rides, and its drivers are the ones who provide them, the company would be hard-pressed, under the court's guidelines, to classify those workers as anything but employees.\u003c/p>\n\u003cp>\"Some companies feel like that test is going to alter their business model, and in some cases that's true,\" said Steve Smith, a spokesman for the California Labor Federation, which would like to see more workers classified as employees.\u003c/p>\n\u003cp>If that presents a hardship for some tech companies, that’s just too bad, Smith added.\u003c/p>\n\u003cp>“If you build your business model based on cheating workers out of protections they deserve. then perhaps those business models shouldn't survive,\" he said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>How a worker is classified determines the type of protections and benefits they're eligible to receive. Employees generally qualify for things like minimum wage guarantees, workers' compensation, unemployment insurance and other benefits. Contractors, who are considered self-employed, aren’t eligible for any of those protections.\u003c/p>\n\u003cp>To that end, Assemblywoman Lorena Gonzalez, D-San Diego, authored \u003ca href=\"http://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=201920200AB5\">AB 5\u003c/a>, a bill that would require companies to follow the court's guidelines. It might not make sense for all workers to be classified as employees, she said, but gig workers still need some protections.\u003c/p>\n\u003cp>“We're having these discussions. We're going to work on this,\" she said. \"But it's really important to remember that we can't just abandon this idea that workers belong in the middle class, that there is no new form of work that is just a side hustle.”\u003c/p>\n\u003cp>Another bill, \u003ca href=\"http://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201920200AB71\" target=\"_blank\" rel=\"noopener\">AB 71, \u003c/a>would roll back the court's recent decision.\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">Uber and other gig companies have taken various steps in recent years to ensure that they can continue categorizing their workers as contractors. In some cases, like New York, they have set up drivers' organizations, which have less power than union organizations. Many workers\u003c/span>\u003cspan style=\"font-weight: 400\"> don’t see this as a sufficient solution.\u003c/span>\u003c/p>\n\u003cp>This fight also places Gov. Gavin Newsom, who received campaign support from both labor and the tech industry, in a particularly tricky position. He contends the issue should have been resolved before it went to court, and has urged both sides to find common ground.\u003c/p>\n\u003cp>He recently said his administration is even considering the creation of a committee to address the issue.\u003c/p>\n\u003cp>\"Because we could have been making determinations before that case ended up at the court,” he said.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>If you own a store, you’ve probably asked yourself this question: What makes my shop “unAmazonable?”\u003c/p>\n\u003cp>Alexei Agratchev, CEO of RetailNext, says retailers thought they had a solution to this question: a physical store. The “in-person” shopping experience was something Amazon didn’t have. Agratchev thought banking on that idea was silly: “Look what happened with Whole Foods.”\u003c/p>\n\u003cp>Amazon buys Whole Foods, and almost overnight it adds about 500 stores alongside its online marketplace. And for years, Amazon has been gradually opening physical bookstores in cities across the country.\u003c/p>\n\u003cp>So competitors are headed back to the online battlefield, scrambling to offer delivery options. Walmart has spent billions trying to buy its way into the delivery game. It has acquired delivery and online retail companies like Jet, Parcel, Flipkart, Shoebuy, Cornershop — the list goes on and on.\u003c/p>\n\u003cp>In the Bay Area, you might have recently seen billboards for Shipt. Target bought the delivery company a year ago and is currently rolling out same-day shipping all over California.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Shipt said the goal isn’t to compete with Amazon and woo away the online giant’s customers. Julie Coop, Shipt’s communications director, said the goal is to get more people to order online and to expand the pie of potential customers.\u003c/p>\n\u003cp>“There’s a large untapped market share,” Coop said. “We don’t like to look at it like who are our competitors and whose customers we’re going after, because there’s so many people who are not ordering their groceries online at all, or who are not doing any kind of same-day fulfillment from a brick-and-mortar store.”\u003c/p>\n\u003cp>With Shipt, Target is looking to cultivate more customers like Rose Petroff, an office manager in San Francisco. Like most Americans, she orders some things online, but she does a majority of shopping in person.\u003c/p>\n\u003cp>Petroff used to go out and buy all the supplies for her office. Now she has Shipt drop off things like printer paper, and she uses services like DoorDash to deliver lunch. Both companies are powered by contract gig workers, following the Uber model.\u003c/p>\n\u003cp>When Amazon started almost 25 years ago, e-commerce hardly existed. Investors were convinced that delivery was the future of retail, so they were patient as Amazon focused on growth versus profits. This allowed the company to build a massive infrastructure for delivery and condition consumers to order online.\u003c/p>\n\u003cp>For years Amazon has been working to convince everyone that futuristic, super-fast delivery is right around the corner. Five years ago Jeff Bezos, Amazon’s CEO, suggested drones would be delivering packages as early as 2018. This kind of marketing has retailers frantically trying to figure out how they will compete with things like drone delivery.\u003c/p>\n\u003cp>Business consultant Matt Sargent said everyone is getting a bit ahead of themselves with delivery. “I do think that there’s an overblown fascination with the shift from brick-and-mortar to digital,” he said.\u003c/p>\n\u003cp>“It’s like the flying cars of the 1950s,” Sargent said. It’s now 2018, and the skies are filled with neither flying cars nor fleets of Amazon drones.\u003c/p>\n\u003cp>Sargent said what Amazon has done is condition customers to expect same-day delivery from retailers. Even so, online shopping is still very much in the minority when it comes to retail. Online sales are growing, but they still account for less than 10 percent of all retail.\u003c/p>\n\u003cp>Overblown or not, retailers are afraid of being left behind. More than half now offer same-day delivery, a number that is expected to grow to 65 percent by the end of 2019.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>While Target and Walmart collectively spend billions to acquire companies that will ship to customers across the country and in the Bay Area, Amazon is doubling down on its physical presence. It just opened a new store in San Francisco, and its bookstores are filled with people shopping, not receiving things via flying drones.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>If you own a store, you’ve probably asked yourself this question: What makes my shop “unAmazonable?”\u003c/p>\n\u003cp>Alexei Agratchev, CEO of RetailNext, says retailers thought they had a solution to this question: a physical store. The “in-person” shopping experience was something Amazon didn’t have. Agratchev thought banking on that idea was silly: “Look what happened with Whole Foods.”\u003c/p>\n\u003cp>Amazon buys Whole Foods, and almost overnight it adds about 500 stores alongside its online marketplace. And for years, Amazon has been gradually opening physical bookstores in cities across the country.\u003c/p>\n\u003cp>So competitors are headed back to the online battlefield, scrambling to offer delivery options. Walmart has spent billions trying to buy its way into the delivery game. It has acquired delivery and online retail companies like Jet, Parcel, Flipkart, Shoebuy, Cornershop — the list goes on and on.\u003c/p>\n\u003cp>In the Bay Area, you might have recently seen billboards for Shipt. Target bought the delivery company a year ago and is currently rolling out same-day shipping all over California.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Shipt said the goal isn’t to compete with Amazon and woo away the online giant’s customers. Julie Coop, Shipt’s communications director, said the goal is to get more people to order online and to expand the pie of potential customers.\u003c/p>\n\u003cp>“There’s a large untapped market share,” Coop said. “We don’t like to look at it like who are our competitors and whose customers we’re going after, because there’s so many people who are not ordering their groceries online at all, or who are not doing any kind of same-day fulfillment from a brick-and-mortar store.”\u003c/p>\n\u003cp>With Shipt, Target is looking to cultivate more customers like Rose Petroff, an office manager in San Francisco. Like most Americans, she orders some things online, but she does a majority of shopping in person.\u003c/p>\n\u003cp>Petroff used to go out and buy all the supplies for her office. Now she has Shipt drop off things like printer paper, and she uses services like DoorDash to deliver lunch. Both companies are powered by contract gig workers, following the Uber model.\u003c/p>\n\u003cp>When Amazon started almost 25 years ago, e-commerce hardly existed. Investors were convinced that delivery was the future of retail, so they were patient as Amazon focused on growth versus profits. This allowed the company to build a massive infrastructure for delivery and condition consumers to order online.\u003c/p>\n\u003cp>For years Amazon has been working to convince everyone that futuristic, super-fast delivery is right around the corner. Five years ago Jeff Bezos, Amazon’s CEO, suggested drones would be delivering packages as early as 2018. This kind of marketing has retailers frantically trying to figure out how they will compete with things like drone delivery.\u003c/p>\n\u003cp>Business consultant Matt Sargent said everyone is getting a bit ahead of themselves with delivery. “I do think that there’s an overblown fascination with the shift from brick-and-mortar to digital,” he said.\u003c/p>\n\u003cp>“It’s like the flying cars of the 1950s,” Sargent said. It’s now 2018, and the skies are filled with neither flying cars nor fleets of Amazon drones.\u003c/p>\n\u003cp>Sargent said what Amazon has done is condition customers to expect same-day delivery from retailers. Even so, online shopping is still very much in the minority when it comes to retail. Online sales are growing, but they still account for less than 10 percent of all retail.\u003c/p>\n\u003cp>Overblown or not, retailers are afraid of being left behind. More than half now offer same-day delivery, a number that is expected to grow to 65 percent by the end of 2019.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>While Target and Walmart collectively spend billions to acquire companies that will ship to customers across the country and in the Bay Area, Amazon is doubling down on its physical presence. It just opened a new store in San Francisco, and its bookstores are filled with people shopping, not receiving things via flying drones.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "It's a Short Leash for Dog Walkers Trying to Make It in the Gig Economy",
"title": "It's a Short Leash for Dog Walkers Trying to Make It in the Gig Economy",
"headTitle": "The California Report | KQED News",
"content": "\u003cp>In the Bay Area, dog walking can be good money. And tech companies are, not surprisingly, trying to enter the pack.\u003c/p>\n\u003cp>The success of on-demand services like Uber and DoorDash has investors pouring millions of dollars into pet apps like \u003ca href=\"https://wagwalking.com/\" target=\"_blank\" rel=\"noopener\">Wag!\u003c/a> and \u003ca href=\"https://www.rover.com/dog-walking/\" target=\"_blank\" rel=\"noopener\">Rover\u003c/a>. Just this year, Saudi Arabian investors poured $300 million into Wag!\u003c/p>\n\u003cp>But most longtime independent dog walkers here are still just scraping by.\u003c/p>\n\u003cp>\"It's enough to survive,\" said Bill Peacock, a well-known veteran in the San Francisco dog-walking world. \"You know in this city, it's hard to tread water.\"\u003c/p>\n\u003cp>To his clients, Peacock is a man known by many names.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“I am William Peacock. Wild Bill Peacock, AKA, The Dog Wrangler, AKA, The Cowboy Poop Fairy Princess,” Peacock explained from behind the wheel of his dog-filled pickup truck.\u003c/p>\n\u003cp>Peacock's eclectic style never fails to draw attention. His truck has steer horns bolted through the roof and a painted bull on the hood. It also has a novelty horn that sends his canine passengers into a frenzy.\u003c/p>\n\u003cp>For more than a decade, Peacock has built a robust business of loyal customers who trust him to walk their dogs. Now he has competition from the tech industry. For the last year he’s noticed more folks out walking dogs, and said he can spot one of the “app” dog walkers from a mile way.\u003c/p>\n\u003cp>“I see them walking around the block with their cell phones, taking video of their leash walk around the block,” he said.\u003c/p>\n\u003cfigure id=\"attachment_11709044\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"wp-image-11709044 size-medium\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/11/Truck-800x600.jpg\" alt=\"\" width=\"800\" height=\"600\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/11/Truck-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/11/Truck-160x120.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/11/Truck-1020x765.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2018/11/Truck-1200x900.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2018/11/Truck-1920x1440.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Peacock posing with one of his four-legged customers next to his cattle-themed rig. \u003ccite>(Sam Harnett/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Both Wag! and Rover run the typical gig model. They hire contractors who are paid per walk and scheduled through phone apps. The contractors take single dogs for 30- to 60-minute on-leash walks around the neighborhood or nearby parks.\u003c/p>\n\u003cp>The contractor usually wears a T-shirt emblazoned with the name of the company they're working for. They use their phones to take videos or pictures of their canine charges so owners can rest assured their pups are having a good time.\u003c/p>\n\u003cp>Peacock charges around $25 per dog, walks up to a dozen at a time, and does two runs a day. And he does not send his human clients videos of their dogs.\u003c/p>\n\u003cp>He does, however, take pride in knowing the ages, names, and breeds of his pack. He also knows their favorite toys, which ones prefers to play fetch or to dig, who the alpha dogs are, and who has a particular penchant for rolling in dead whale carcasses. He also assigns each dog an individual theme song.\u003c/p>\n\u003cp>Peacock considers his operation to be entirely different from the services offered by the apps. But a few years ago — after marrying another dog walker with a business degree — he said the couple did try to grow their business using a similar contract worker model.\u003c/p>\n\u003caside class=\"pullquote alignright\">'We were the kind of business America supposedly wants, husband-and-wife.'\u003ccite>Bill Peacock, longtime independent dog walker\u003c/cite>\u003c/aside>\n\u003cp>“We sort of exploded,” Peacock says, “We had six vehicles with steer horns on the roof.”\u003c/p>\n\u003cp>It went well, Peacock said, until some of his workers demanded to become employees instead of contractors, and become eligible to receive paid overtime and paid breaks, as well as protections like workers compensation. When Peacock told them he couldn’t afford to do that, the workers filed complaints with the state's main labor agency, and ultimately won.\u003c/p>\n\u003cp>Peacock and his wife were fined $18,000 and had to stop using contract workers. They briefly hired full-time employees, he said, but had to let them go after failing to turn a profit.\u003c/p>\n\u003cp>“We got hammered and it folded,” he said. “We were the kind of business America supposedly wants, husband-and-wife.”\u003c/p>\n\u003cp>It's unlikely that contract workers with Wag! and Rover will file similar complaints with state. That's because of the mandatory arbitration agreements they sign, which obligates them to handle issues with the company behind closed doors.\u003c/p>\n\u003cp>As for Peacock, he said he's trying to get by and differentiate himself from the apps by offering a more personal dog-walking experience, things like taking a pack of dogs on an off-leash jaunt on the coast (hence the whale carcass concern).\u003c/p>\n\u003cp>These are the kinds of walks dogs really need, Peacock said, not just a quick cruise around the block.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>And as on-demand dog-walking companies continue to grow and expand into new markets, he hopes his longtime customers continue to see that value in that as well.\u003c/p>\n\n",
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"excerpt": "Longtime San Francisco dog walker Bill Peacock tried and failed at creating his own independent contractor model. Now, gig companies are cashing in.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>In the Bay Area, dog walking can be good money. And tech companies are, not surprisingly, trying to enter the pack.\u003c/p>\n\u003cp>The success of on-demand services like Uber and DoorDash has investors pouring millions of dollars into pet apps like \u003ca href=\"https://wagwalking.com/\" target=\"_blank\" rel=\"noopener\">Wag!\u003c/a> and \u003ca href=\"https://www.rover.com/dog-walking/\" target=\"_blank\" rel=\"noopener\">Rover\u003c/a>. Just this year, Saudi Arabian investors poured $300 million into Wag!\u003c/p>\n\u003cp>But most longtime independent dog walkers here are still just scraping by.\u003c/p>\n\u003cp>\"It's enough to survive,\" said Bill Peacock, a well-known veteran in the San Francisco dog-walking world. \"You know in this city, it's hard to tread water.\"\u003c/p>\n\u003cp>To his clients, Peacock is a man known by many names.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“I am William Peacock. Wild Bill Peacock, AKA, The Dog Wrangler, AKA, The Cowboy Poop Fairy Princess,” Peacock explained from behind the wheel of his dog-filled pickup truck.\u003c/p>\n\u003cp>Peacock's eclectic style never fails to draw attention. His truck has steer horns bolted through the roof and a painted bull on the hood. It also has a novelty horn that sends his canine passengers into a frenzy.\u003c/p>\n\u003cp>For more than a decade, Peacock has built a robust business of loyal customers who trust him to walk their dogs. Now he has competition from the tech industry. For the last year he’s noticed more folks out walking dogs, and said he can spot one of the “app” dog walkers from a mile way.\u003c/p>\n\u003cp>“I see them walking around the block with their cell phones, taking video of their leash walk around the block,” he said.\u003c/p>\n\u003cfigure id=\"attachment_11709044\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"wp-image-11709044 size-medium\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/11/Truck-800x600.jpg\" alt=\"\" width=\"800\" height=\"600\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/11/Truck-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/11/Truck-160x120.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/11/Truck-1020x765.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2018/11/Truck-1200x900.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2018/11/Truck-1920x1440.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Peacock posing with one of his four-legged customers next to his cattle-themed rig. \u003ccite>(Sam Harnett/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Both Wag! and Rover run the typical gig model. They hire contractors who are paid per walk and scheduled through phone apps. The contractors take single dogs for 30- to 60-minute on-leash walks around the neighborhood or nearby parks.\u003c/p>\n\u003cp>The contractor usually wears a T-shirt emblazoned with the name of the company they're working for. They use their phones to take videos or pictures of their canine charges so owners can rest assured their pups are having a good time.\u003c/p>\n\u003cp>Peacock charges around $25 per dog, walks up to a dozen at a time, and does two runs a day. And he does not send his human clients videos of their dogs.\u003c/p>\n\u003cp>He does, however, take pride in knowing the ages, names, and breeds of his pack. He also knows their favorite toys, which ones prefers to play fetch or to dig, who the alpha dogs are, and who has a particular penchant for rolling in dead whale carcasses. He also assigns each dog an individual theme song.\u003c/p>\n\u003cp>Peacock considers his operation to be entirely different from the services offered by the apps. But a few years ago — after marrying another dog walker with a business degree — he said the couple did try to grow their business using a similar contract worker model.\u003c/p>\n\u003caside class=\"pullquote alignright\">'We were the kind of business America supposedly wants, husband-and-wife.'\u003ccite>Bill Peacock, longtime independent dog walker\u003c/cite>\u003c/aside>\n\u003cp>“We sort of exploded,” Peacock says, “We had six vehicles with steer horns on the roof.”\u003c/p>\n\u003cp>It went well, Peacock said, until some of his workers demanded to become employees instead of contractors, and become eligible to receive paid overtime and paid breaks, as well as protections like workers compensation. When Peacock told them he couldn’t afford to do that, the workers filed complaints with the state's main labor agency, and ultimately won.\u003c/p>\n\u003cp>Peacock and his wife were fined $18,000 and had to stop using contract workers. They briefly hired full-time employees, he said, but had to let them go after failing to turn a profit.\u003c/p>\n\u003cp>“We got hammered and it folded,” he said. “We were the kind of business America supposedly wants, husband-and-wife.”\u003c/p>\n\u003cp>It's unlikely that contract workers with Wag! and Rover will file similar complaints with state. That's because of the mandatory arbitration agreements they sign, which obligates them to handle issues with the company behind closed doors.\u003c/p>\n\u003cp>As for Peacock, he said he's trying to get by and differentiate himself from the apps by offering a more personal dog-walking experience, things like taking a pack of dogs on an off-leash jaunt on the coast (hence the whale carcass concern).\u003c/p>\n\u003cp>These are the kinds of walks dogs really need, Peacock said, not just a quick cruise around the block.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>And as on-demand dog-walking companies continue to grow and expand into new markets, he hopes his longtime customers continue to see that value in that as well.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Google announced that it has fired 48 employees for sexual harassment during the past two years and sent them away without severance packages, hours after a news report that it had protected some male executives facing sexual misconduct allegations and offered them large sums to leave the company.\u003c/p>\n\u003cp>The surprise disclosure Thursday came in an email to Google employees from CEO Sundar Pichai. It was a direct response to a \u003ca href=\"https://www.nytimes.com/2018/10/25/technology/google-sexual-harassment-andy-rubin.html\" rel=\"noopener\" target=\"_blank\">New York Times report\u003c/a> that the company had dismissed the executive in charge of its Android software for sexual misconduct in 2014 and paid him handsomely — $90 million — to leave.\u003c/p>\n\u003cp>A spokesman for Andy Rubin, the former Android executive, said he left on his own accord and has never been informed of any accusations of sexual misconduct. Rubin acknowledges having consensual sexual relationships with Google employees that didn’t report to him, adhering to the boundaries drawn by Google policy at that time, according to the spokesman, Sam Singer.\u003c/p>\n\u003cp>The Times story was based on unidentified people and court documents, including some filed in an ongoing divorce between Rubin and his wife. The Times reported that Google also protected two other executives accused of sexual misconduct, ousting one with a severance package while retaining another.\u003c/p>\n\u003cp>In his email, Pichai said Google adopted tougher policies in 2015. Those rules require all of Google’s vice presidents and senior vice presidents to disclose any relationship with an employee, even if they don’t work in the same department or have any other potential conflict.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Although Pichai didn’t directly address the allegations against Rubin and other executives, he conceded the Times story “was difficult to read” and did not dispute it.\u003c/p>\n\u003cp>In an apparent attempt to assure employees that things had changed since Rubin’s departure, Pichai said 13 of the 48 workers that Google had fired for violating the company’s sexual harassment policies were either senior managers or executives. \u003c/p>\n\u003cp>None of those 13 received severance packages, Pichai wrote.\u003c/p>\n\u003cp>“We are dead serious about making sure we provide a safe and inclusive workplace,” Pichai wrote.\u003c/p>\n\u003cfigure id=\"attachment_11701511\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/10/Pichai-800x530.jpg\" alt=\"Google CEO Sundar Pichai.\" width=\"800\" height=\"530\" class=\"size-medium wp-image-11701511\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/Pichai-800x530.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/Pichai-160x106.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/Pichai-1020x675.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/Pichai-1200x794.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/Pichai.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/Pichai-1180x781.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/Pichai-960x636.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/Pichai-240x159.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/Pichai-375x248.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/Pichai-520x344.jpg 520w\" sizes=\"auto, (max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Google CEO Sundar Pichai. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Despite Pichai’s reassurances, the revelations about sexual harassment are a setback for a 20-year-old company that adopted “Don’t Be Evil” as its motto early in its existence, and now embraces “Do the Right Thing” as its creed under the umbrella of its holding company, Alphabet Inc.\u003c/p>\n\u003cp>The bombshells are also another troubling example of a Silicon Valley culture that for decades has relied heavily on male engineers, some of whom still behave like fraternity boys attending a keg party in college.\u003c/p>\n\u003cp>The phenomenon led to this year’s release of “Brotopia: Breaking Up The Boys Club of Silicon Valley,” a book by Emily Chang that delves into the stories of women who say they have been sexually harassed at tech companies and venture capital firms.\u003c/p>\n\u003cp>Allegations of sexual misconduct also have resulted in the resignations of venture capitalists and executives and triggered an ongoing overhaul at ride-hailing company, Uber.\u003c/p>\n\u003cp>Prodded by the public complaints of a former female engineer, Uber last year conducted an internal investigation that it had fostered an environment that allowed rampant sexual harassment.\u003c/p>\n\u003cp>The problems unfolded under Uber co-founder Travis Kalanick, who wound up being forced to resign by investors as CEO amid a raft of other problems. \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>At one point, Uber hired former Google engineer Amit Singhal and then asked him to resign last year after discovering he hadn’t disclosed he had been accused of sexual misconduct at Google.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Google announced that it has fired 48 employees for sexual harassment during the past two years and sent them away without severance packages, hours after a news report that it had protected some male executives facing sexual misconduct allegations and offered them large sums to leave the company.\u003c/p>\n\u003cp>The surprise disclosure Thursday came in an email to Google employees from CEO Sundar Pichai. It was a direct response to a \u003ca href=\"https://www.nytimes.com/2018/10/25/technology/google-sexual-harassment-andy-rubin.html\" rel=\"noopener\" target=\"_blank\">New York Times report\u003c/a> that the company had dismissed the executive in charge of its Android software for sexual misconduct in 2014 and paid him handsomely — $90 million — to leave.\u003c/p>\n\u003cp>A spokesman for Andy Rubin, the former Android executive, said he left on his own accord and has never been informed of any accusations of sexual misconduct. Rubin acknowledges having consensual sexual relationships with Google employees that didn’t report to him, adhering to the boundaries drawn by Google policy at that time, according to the spokesman, Sam Singer.\u003c/p>\n\u003cp>The Times story was based on unidentified people and court documents, including some filed in an ongoing divorce between Rubin and his wife. The Times reported that Google also protected two other executives accused of sexual misconduct, ousting one with a severance package while retaining another.\u003c/p>\n\u003cp>In his email, Pichai said Google adopted tougher policies in 2015. Those rules require all of Google’s vice presidents and senior vice presidents to disclose any relationship with an employee, even if they don’t work in the same department or have any other potential conflict.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Although Pichai didn’t directly address the allegations against Rubin and other executives, he conceded the Times story “was difficult to read” and did not dispute it.\u003c/p>\n\u003cp>In an apparent attempt to assure employees that things had changed since Rubin’s departure, Pichai said 13 of the 48 workers that Google had fired for violating the company’s sexual harassment policies were either senior managers or executives. \u003c/p>\n\u003cp>None of those 13 received severance packages, Pichai wrote.\u003c/p>\n\u003cp>“We are dead serious about making sure we provide a safe and inclusive workplace,” Pichai wrote.\u003c/p>\n\u003cfigure id=\"attachment_11701511\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/10/Pichai-800x530.jpg\" alt=\"Google CEO Sundar Pichai.\" width=\"800\" height=\"530\" class=\"size-medium wp-image-11701511\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/Pichai-800x530.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/Pichai-160x106.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/Pichai-1020x675.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/Pichai-1200x794.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/Pichai.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/Pichai-1180x781.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/Pichai-960x636.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/Pichai-240x159.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/Pichai-375x248.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/Pichai-520x344.jpg 520w\" sizes=\"auto, (max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Google CEO Sundar Pichai. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Despite Pichai’s reassurances, the revelations about sexual harassment are a setback for a 20-year-old company that adopted “Don’t Be Evil” as its motto early in its existence, and now embraces “Do the Right Thing” as its creed under the umbrella of its holding company, Alphabet Inc.\u003c/p>\n\u003cp>The bombshells are also another troubling example of a Silicon Valley culture that for decades has relied heavily on male engineers, some of whom still behave like fraternity boys attending a keg party in college.\u003c/p>\n\u003cp>The phenomenon led to this year’s release of “Brotopia: Breaking Up The Boys Club of Silicon Valley,” a book by Emily Chang that delves into the stories of women who say they have been sexually harassed at tech companies and venture capital firms.\u003c/p>\n\u003cp>Allegations of sexual misconduct also have resulted in the resignations of venture capitalists and executives and triggered an ongoing overhaul at ride-hailing company, Uber.\u003c/p>\n\u003cp>Prodded by the public complaints of a former female engineer, Uber last year conducted an internal investigation that it had fostered an environment that allowed rampant sexual harassment.\u003c/p>\n\u003cp>The problems unfolded under Uber co-founder Travis Kalanick, who wound up being forced to resign by investors as CEO amid a raft of other problems. \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>At one point, Uber hired former Google engineer Amit Singhal and then asked him to resign last year after discovering he hadn’t disclosed he had been accused of sexual misconduct at Google.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>A week after two-thirds of San Francisco’s taxi fleet was \u003ca href=\"https://www.kqed.org/news/11699586/many-s-f-cabbies-are-losing-one-of-the-last-places-they-might-make-a-buck\" rel=\"noopener\" target=\"_blank\">barred\u003c/a> from picking up passengers at SFO, officials \u003ca href=\"http://bit.ly/fioretaxis\" target=\"_blank\" rel=\"noopener\">banned cab drivers from organizing\u003c/a> at the airport.\u003c/p>\n\u003cp>Drivers say that officials are clamping down on their First Amendment rights, but an SFO statement said the airport is not intended for “free speech activities.”\u003c/p>\n\u003cp>While Uber and Lyft drivers are subject to the same rules banning organizing, ride service drivers can still pick up passengers at the airport.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A week after two-thirds of San Francisco’s taxi fleet was \u003ca href=\"https://www.kqed.org/news/11699586/many-s-f-cabbies-are-losing-one-of-the-last-places-they-might-make-a-buck\" rel=\"noopener\" target=\"_blank\">barred\u003c/a> from picking up passengers at SFO, officials \u003ca href=\"http://bit.ly/fioretaxis\" target=\"_blank\" rel=\"noopener\">banned cab drivers from organizing\u003c/a> at the airport.\u003c/p>\n\u003cp>Drivers say that officials are clamping down on their First Amendment rights, but an SFO statement said the airport is not intended for “free speech activities.”\u003c/p>\n\u003cp>While Uber and Lyft drivers are subject to the same rules banning organizing, ride service drivers can still pick up passengers at the airport.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "Many S.F. Cabbies Are Losing One of the Last Places They Might Make a Buck",
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"content": "\u003cp>[dropcap]A[/dropcap]ntonio Yon brought a stack of folded notes to Tuesday night’s meeting. The San Francisco Municipal Transportation Agency was planning to vote on changes to the taxi industry, and that vote would have a major impact on Yon’s life. He’s a cab driver, and in his notes, he had written down what has happened to him since the rise of Uber and Lyft seven years ago.\u003c/p>\n\u003cp>When Yon’s turn to speak came, he went up to a podium in the center of the room. The seven members of the SFMTA board sat above him in a semicircle on a raised platform. Behind him were rows of cab drivers who were in a similar position — workers who say they’ve been crushed in a \"disrupted\" industry. Yon shifted uncomfortably before he began speaking. He had just two minutes to tell his story. The clock was already ticking.\u003c/p>\n\u003cp>Yon is one of hundreds of cab drivers who went to City Hall on Tuesday to protest. The SFMTA was considering three proposals: to decommission medallions from drivers who acquired them before 1978, to only let drivers who purchased $250,000 medallions after 2010 to pick up passengers at San Francisco International Airport and to allow corporations to buy medallions. Most of the drivers at the meeting opposed all three proposals. But the protest was about much more than that.\u003c/p>\n\u003cp>Since 2012, when companies like Uber and Lyft began operating in San Francisco without buying medallions, taxi drivers have come to protest at City Hall. They surround the building with their cabs. They honk. They carry signs. They go to meetings. Their demands have been fairly constant: for the city to regulate Uber and Lyft the way it regulates taxis.\u003c/p>\n\u003cp>\u003cstrong>When a Taxi Company Becomes a Tech Company\u003c/strong>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>San Francisco had an opportunity to regulate Uber, Lyft and the now-defunct Sidecar when the companies started putting vehicles on the street in 2012. Cab drivers argued they were driving illegally, and they pushed for police to hand out tickets. They pointed out how Uber had actually launched the company with the name “Ubercab,” suggesting that it at first saw itself as a cab company. But the city chose to be hands off. It did not intervene in a service that consumers were quickly falling in love with.\u003c/p>\n\u003cp>Mayor Ed Lee embraced the companies. The mayor declared July 13, 2013 as “Lyft Day” in San Francisco. Ed Reiskin, the SFMTA's chief, was quoted \u003ca href=\"https://books.google.com/books?id=lzRtDwAAQBAJ&pg=PA109&lpg=PA109&dq=%22was+fairly+clear+that+city+hall+didn%E2%80%99t+want+us+to+step+in+and+do+so%22&source=bl&ots=USAFQ1u9Od&sig=DzJV5R-WBS70ae1yi-jOtyP2Jik&hl=en&sa=X&ved=2ahUKEwjy-Nz-q47eAhWDJDQIHdfkChwQ6AEwAHoECAIQAQ#v=onepage&q=%22was%20fairly%20clear%20that%20city%20hall%20didn%E2%80%99t%20want%20us%20to%20step%20in%20and%20do%20so%22&f=false\">in a later interview\u003c/a> saying the agency took no action because it “was fairly clear that City Hall didn’t want us to step in and do so.”\u003c/p>\n\u003cfigure id=\"attachment_11699608\" class=\"wp-caption alignright\" style=\"max-width: 356px\">\u003cimg class=\"wp-image-11699608 size-full\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/10/LYFTDAY2013-e1539819865173.png\" alt=\"\" width=\"356\" height=\"532\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/10/LYFTDAY2013-e1539819865173.png 356w, https://ww2.kqed.org/app/uploads/sites/10/2018/10/LYFTDAY2013-e1539819865173-160x239.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/10/LYFTDAY2013-e1539819865173-240x359.png 240w\" sizes=\"(max-width: 356px) 100vw, 356px\">\u003cfigcaption class=\"wp-caption-text\">The late Mayor Ed Lee dedicated a day to Lyft in 2013.\u003c/figcaption>\u003c/figure>\n\u003cp>In the meantime, the California Public Utilities Commission began to assert its authority to regulate the companies as transportation carriers. The commission issued cease-and-desist letters to Uber, Lyft and Sidecar in 2012 and, when they refused to comply, issued citations against them.\u003c/p>\n\u003cp>The CPUC's effort led to formal regulations adopted in July 2013 which dubbed Uber and Lyft as \u003ca href=\"https://techcrunch.com\">“Transportation Network Companies.\"\u003c/a> This meant they would be held to a different set of rules and regulations than taxis.\u003c/p>\n\u003cp>\u003cstrong>Disruption of an Industry\u003c/strong>\u003c/p>\n\u003cp>Because Uber and Lyft do not have to be locally licensed -- in San Francisco, that means drivers don't have to buy taxi medallions -- they have been able to put as many cars on the road as they like. Both companies quickly burned through venture capital to sign up drivers, keep fares low and gobble up as much market share as possible.\u003c/p>\n\u003cp>Meanwhile, San Francisco was selling as many medallions as it could to taxi drivers in order to help make up transit budget deficits incurred during the 2008 financial crisis.\u003c/p>\n\u003cp>The story since 2013 has been one of rapid decline for the taxi industry and the drivers who work in it. Their incomes have continued to plummet, putting emotional and physical stress on drivers.\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/11694401/san-francisco-made-millions-selling-taxi-medallions-now-drivers-are-paying-the-price\">KQED recently interviewed\u003c/a> the family of a Edward Agababian, a driver who died on the job from a torn aorta. His family believes his health troubles were a direct result of the stress and burden of carrying the debt of his medallion. The livelihoods and retirement plans of drivers like Agababian have been destroyed.\u003c/p>\n\u003cp>The meltdown of the medallion system and the effect on drivers is what the taxi drivers came out Tuesday night to protest.\u003c/p>\n\u003cp>\u003cstrong>Different Rules for Different Drivers\u003c/strong>\u003c/p>\n\u003cp>Before the lengthy public comment period at the SFMTA meeting, Kate Toran, head of taxis and accessibility for the city, gave a presentation about the three proposals.\u003c/p>\n\u003cp>To justify the measures, Toran referred often to \u003ca href=\"https://www.sfmta.com/reports/pfmschaller-taxi-industry-report-evaluation-and-recommendations-improve-health-taxi-industry\" target=\"_blank\" rel=\"noopener noreferrer\">a report\u003c/a> released earlier this year to try to revitalize the city's taxi industry. Many of its proposals hinge on San Francisco's unique medallion structure.\u003c/p>\n\u003cp>San Francisco has three kinds of medallions. There are the \"Pre-K\" medallions issued before 1978, which could be bought by any individual or corporation. After Proposition K passed in 1978, medallions could only be acquired by those who were driving 800 hours a year. They were awarded by seniority and drivers would sit on a waiting list for 10 or 15 years to get one. Then in 2010, the city \"monetized\" the medallions, selling them for $250,000 a piece.\u003c/p>\n\u003cp>Toran said the proposals were geared to help the drivers hit hardest financially — those in the last category who have paid $250,000 for a medallion. The hope was that limiting the supply of cabs on the road and at the airport would increase revenue for the cab drivers who paid the most for their medallions.\u003c/p>\n\u003cp>The SFMTA had held a meeting about a month prior to this one, in which cab drivers were asked for their input on some of these proposals. Toran said that a majority of the drivers at that meeting supported restricting which cabs could pick passengers up at the airport.\u003c/p>\n\u003cp>Toran said leaving the status quo would be doing a disservice to the medallion holders. Over 150 drivers have already defaulted on their medallion loans.\u003c/p>\n\u003cp>\u003cstrong>The Elephant in the Room \u003c/strong>\u003c/p>\n\u003cp>By the time Toran had completed her presentation, almost a hundred cab drivers had signed up to speak in the public comment period. When they got to the podium, they told stories of plummeting income. Of defaulting on loans. Of losing houses. Frequently the room erupted in applause.\u003c/p>\n\u003cp>Cheryl Brinkman, chair of the SFMTA board, repeatedly told the audience to be quiet and threatened to clear the room. She asked the drivers to shake their hands in the air if they approved of what was being said. If they disapproved, they were asked to give a thumbs down. For the rest of the night, the cab drivers gestured in unison, moving their bodies so emphatically that they filled the room with the sound of squeaking chairs.\u003c/p>\n\u003cp>Most of the drivers at the meeting wanted the SFMTA to reject the three proposed changes: to allow corporations to buy medallions, to decommission the \"pre-K\" medallions purchased before 1978, and to only allow those who have purchased medallions after 2010 to pick up passengers at the airport.\u003c/p>\n\u003cp>Several cab drivers said that these proposals were not addressing the elephant in the room: the failure to regulate Uber and Lyft.\u003c/p>\n\u003cp>Even drivers who might benefit from the city restricting the number of taxis at the airport, like Harbir Batth, were against the proposal.\u003c/p>\n\u003cp>“It’s a wrong policy,” Batth said, “I see it as a discriminatory practice from the MTA. They’re trying to divide us.”\u003c/p>\n\u003cp>Batth is one of the more than 700 drivers who bought a medallion for $250,000. \u003ca href=\"https://www.kqed.org/news/10693923/for-san-francisco-cab-drivers-once-treasured-medallions-now-a-burden\">KQED interviewed him three years ago\u003c/a> about his predicament. He is still in the same situation: paying a loan on a medallion that no one wants to buy.\u003c/p>\n\u003cp>Stewart Rosen has driven a cab for more than 40 years and has a medallion, which under the new rules, can no longer be used to pick passengers up at the airport. “Not only did the city not regulate Uber,” he says, “now they're going to take a dagger and shove it right through my chest after all the service I gave.”\u003c/p>\n\u003cp>Most drivers at the meeting had a simple request: for the city to either find some way to regulate Uber and Lyft or to buy back their medallions.\u003c/p>\n\u003cp>\u003cstrong>Defiance of the Supervisors\u003c/strong>\u003c/p>\n\u003cp>In the morning before the SFMTA meeting, five supervisors sent a letter to the MTA stating that they did not support restricting which cabs can pick up at the airport nor decommissioning medallions purchased before 1978.\u003c/p>\n\u003cp>\"In light of serious concerns raised by impacted stakeholders,\" the letter stated, \"and the lack of analysis to inform the debate surrounding likely effects, [...] we cannot support at this time the staff proposals.\"\u003c/p>\n\u003cp>The letter was signed by Supervisors Aaron Peskin, Rafael Mandelman, Sandra Lee Fewer, Norman Yee and Hillary Ronen.\u003c/p>\n\u003cp>“It is not lost on the signatories to this letter that these proposed reforms arrive on the same day as the Transportation Authority’s report showing that Transportation Network Companies like Uber and Lyft \u003ca href=\"https://www.kqed.org/news/11699063/city-analysis-uber-lyft-are-biggest-contributors-to-slowdown-in-s-f-traffic\">account for over 50 percent\u003c/a> of the increase in congestion between 2010 and 2016, and that the city’s inability to adequately regulate TNC’s has contributed greatly to the plight of taxi medallion holders.”\u003c/p>\n\u003cp>Mayor London Breed has been silent on this issue, and her office has not responded to multiple requests for comment.\u003c/p>\n\u003cp>Despite the letter from supervisors and complaints from cab drivers, the SFMTA board decided to pass the proposals that would allow corporations to buy medallions and to limit which drivers could pick passengers up at the airport. Drivers were livid. Several said that this is the final blow and that the taxi industry is now officially dead.\u003c/p>\n\u003cp>It is not clear how this policy will be enforced. Drivers with medallions acquired before 2010 will still be able to drop off passengers at the airport, but then they will have to leave without picking anyone up. Drivers said that it is not worth driving at all if they can’t go to the airport.\u003c/p>\n\u003cp>Already, many medallions are not out on the road -- a \u003ca href=\"https://www.sfcta.org/sites/default/files/content/Planning/TNCs/TNCs_Today_112917.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">2017 San Francisco County Transportation Authority analysis\u003c/a> concluded that even at the busiest times, about 400 to 500 taxis are on the streets compared to as many as 6,500 Uber and Lyft vehicles.\u003c/p>\n\u003cp>It's unclear what this new proposal will do to the fleet or the number of cabs on the street. The fewer drivers on the street, the fewer workers there would be to collectively push for reforms in the industry.\u003c/p>\n\u003cp>It is also unclear what effect it will have on drivers who can still pick passengers up at the airport. The SFMTA's report on revitalizing the industry forecasts they will see an uptick in their earnings. But with the ever-changing situation with Lyft and Uber, certainty has become a rare thing in the industry.\u003c/p>\n\u003cp>\u003cstrong>Time's Up\u003c/strong>\u003c/p>\n\u003cp>It was fairly early in the night when cab driver Antonio Yon got the chance to speak. He spoke quietly and gripped the edges of the podium.\u003c/p>\n\u003cp>\"There was no business out there for me,\" Yon said.\u003c/p>\n\u003cp>Yon had a mortgage, but in recent years he said he couldn’t make the payments.\u003c/p>\n\u003cp>\"I was getting lots of nasty calls from the bank,” he said. Yon just wasn’t earning enough money on the road to keep his house. Yon said he's homeless now. The only reason he isn’t on the street is because he found a tiny place in Chinatown to stay in temporarily.\u003c/p>\n\u003cp>Yon’s voice began to break as he got to this point in the story. “I was very desperate. I was about to commit suicide,” he said.\u003c/p>\n\u003cp>The entire room was silent. Yon took a few seconds to compose himself. He was starting to talk about what he wanted from the SFMTA. An electric bell sounded. His time was up. \"I have to survive,\" was the last thing he said.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>Yon gathered his papers and walked straight to the back of the room. Another driver, Inder Jitghotra, stood up and touched Yon’s shoulder. Jitghotra’s family owns six medallions and is on the edge of bankruptcy. Yon stood very still, clutching his notes. He stared straight ahead as another driver walked up to the podium to tell his story.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003c/p>\u003cp>\u003cspan class=\"utils-parseShortcode-shortcodes-__dropcapShortcode__dropcap\">A\u003c/span>\u003c/p>\u003cp>ntonio Yon brought a stack of folded notes to Tuesday night’s meeting. The San Francisco Municipal Transportation Agency was planning to vote on changes to the taxi industry, and that vote would have a major impact on Yon’s life. He’s a cab driver, and in his notes, he had written down what has happened to him since the rise of Uber and Lyft seven years ago.\u003c/p>\n\u003cp>When Yon’s turn to speak came, he went up to a podium in the center of the room. The seven members of the SFMTA board sat above him in a semicircle on a raised platform. Behind him were rows of cab drivers who were in a similar position — workers who say they’ve been crushed in a \"disrupted\" industry. Yon shifted uncomfortably before he began speaking. He had just two minutes to tell his story. The clock was already ticking.\u003c/p>\n\u003cp>Yon is one of hundreds of cab drivers who went to City Hall on Tuesday to protest. The SFMTA was considering three proposals: to decommission medallions from drivers who acquired them before 1978, to only let drivers who purchased $250,000 medallions after 2010 to pick up passengers at San Francisco International Airport and to allow corporations to buy medallions. Most of the drivers at the meeting opposed all three proposals. But the protest was about much more than that.\u003c/p>\n\u003cp>Since 2012, when companies like Uber and Lyft began operating in San Francisco without buying medallions, taxi drivers have come to protest at City Hall. They surround the building with their cabs. They honk. They carry signs. They go to meetings. Their demands have been fairly constant: for the city to regulate Uber and Lyft the way it regulates taxis.\u003c/p>\n\u003cp>\u003cstrong>When a Taxi Company Becomes a Tech Company\u003c/strong>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>San Francisco had an opportunity to regulate Uber, Lyft and the now-defunct Sidecar when the companies started putting vehicles on the street in 2012. Cab drivers argued they were driving illegally, and they pushed for police to hand out tickets. They pointed out how Uber had actually launched the company with the name “Ubercab,” suggesting that it at first saw itself as a cab company. But the city chose to be hands off. It did not intervene in a service that consumers were quickly falling in love with.\u003c/p>\n\u003cp>Mayor Ed Lee embraced the companies. The mayor declared July 13, 2013 as “Lyft Day” in San Francisco. Ed Reiskin, the SFMTA's chief, was quoted \u003ca href=\"https://books.google.com/books?id=lzRtDwAAQBAJ&pg=PA109&lpg=PA109&dq=%22was+fairly+clear+that+city+hall+didn%E2%80%99t+want+us+to+step+in+and+do+so%22&source=bl&ots=USAFQ1u9Od&sig=DzJV5R-WBS70ae1yi-jOtyP2Jik&hl=en&sa=X&ved=2ahUKEwjy-Nz-q47eAhWDJDQIHdfkChwQ6AEwAHoECAIQAQ#v=onepage&q=%22was%20fairly%20clear%20that%20city%20hall%20didn%E2%80%99t%20want%20us%20to%20step%20in%20and%20do%20so%22&f=false\">in a later interview\u003c/a> saying the agency took no action because it “was fairly clear that City Hall didn’t want us to step in and do so.”\u003c/p>\n\u003cfigure id=\"attachment_11699608\" class=\"wp-caption alignright\" style=\"max-width: 356px\">\u003cimg class=\"wp-image-11699608 size-full\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/10/LYFTDAY2013-e1539819865173.png\" alt=\"\" width=\"356\" height=\"532\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/10/LYFTDAY2013-e1539819865173.png 356w, https://ww2.kqed.org/app/uploads/sites/10/2018/10/LYFTDAY2013-e1539819865173-160x239.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/10/LYFTDAY2013-e1539819865173-240x359.png 240w\" sizes=\"(max-width: 356px) 100vw, 356px\">\u003cfigcaption class=\"wp-caption-text\">The late Mayor Ed Lee dedicated a day to Lyft in 2013.\u003c/figcaption>\u003c/figure>\n\u003cp>In the meantime, the California Public Utilities Commission began to assert its authority to regulate the companies as transportation carriers. The commission issued cease-and-desist letters to Uber, Lyft and Sidecar in 2012 and, when they refused to comply, issued citations against them.\u003c/p>\n\u003cp>The CPUC's effort led to formal regulations adopted in July 2013 which dubbed Uber and Lyft as \u003ca href=\"https://techcrunch.com\">“Transportation Network Companies.\"\u003c/a> This meant they would be held to a different set of rules and regulations than taxis.\u003c/p>\n\u003cp>\u003cstrong>Disruption of an Industry\u003c/strong>\u003c/p>\n\u003cp>Because Uber and Lyft do not have to be locally licensed -- in San Francisco, that means drivers don't have to buy taxi medallions -- they have been able to put as many cars on the road as they like. Both companies quickly burned through venture capital to sign up drivers, keep fares low and gobble up as much market share as possible.\u003c/p>\n\u003cp>Meanwhile, San Francisco was selling as many medallions as it could to taxi drivers in order to help make up transit budget deficits incurred during the 2008 financial crisis.\u003c/p>\n\u003cp>The story since 2013 has been one of rapid decline for the taxi industry and the drivers who work in it. Their incomes have continued to plummet, putting emotional and physical stress on drivers.\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/11694401/san-francisco-made-millions-selling-taxi-medallions-now-drivers-are-paying-the-price\">KQED recently interviewed\u003c/a> the family of a Edward Agababian, a driver who died on the job from a torn aorta. His family believes his health troubles were a direct result of the stress and burden of carrying the debt of his medallion. The livelihoods and retirement plans of drivers like Agababian have been destroyed.\u003c/p>\n\u003cp>The meltdown of the medallion system and the effect on drivers is what the taxi drivers came out Tuesday night to protest.\u003c/p>\n\u003cp>\u003cstrong>Different Rules for Different Drivers\u003c/strong>\u003c/p>\n\u003cp>Before the lengthy public comment period at the SFMTA meeting, Kate Toran, head of taxis and accessibility for the city, gave a presentation about the three proposals.\u003c/p>\n\u003cp>To justify the measures, Toran referred often to \u003ca href=\"https://www.sfmta.com/reports/pfmschaller-taxi-industry-report-evaluation-and-recommendations-improve-health-taxi-industry\" target=\"_blank\" rel=\"noopener noreferrer\">a report\u003c/a> released earlier this year to try to revitalize the city's taxi industry. Many of its proposals hinge on San Francisco's unique medallion structure.\u003c/p>\n\u003cp>San Francisco has three kinds of medallions. There are the \"Pre-K\" medallions issued before 1978, which could be bought by any individual or corporation. After Proposition K passed in 1978, medallions could only be acquired by those who were driving 800 hours a year. They were awarded by seniority and drivers would sit on a waiting list for 10 or 15 years to get one. Then in 2010, the city \"monetized\" the medallions, selling them for $250,000 a piece.\u003c/p>\n\u003cp>Toran said the proposals were geared to help the drivers hit hardest financially — those in the last category who have paid $250,000 for a medallion. The hope was that limiting the supply of cabs on the road and at the airport would increase revenue for the cab drivers who paid the most for their medallions.\u003c/p>\n\u003cp>The SFMTA had held a meeting about a month prior to this one, in which cab drivers were asked for their input on some of these proposals. Toran said that a majority of the drivers at that meeting supported restricting which cabs could pick passengers up at the airport.\u003c/p>\n\u003cp>Toran said leaving the status quo would be doing a disservice to the medallion holders. Over 150 drivers have already defaulted on their medallion loans.\u003c/p>\n\u003cp>\u003cstrong>The Elephant in the Room \u003c/strong>\u003c/p>\n\u003cp>By the time Toran had completed her presentation, almost a hundred cab drivers had signed up to speak in the public comment period. When they got to the podium, they told stories of plummeting income. Of defaulting on loans. Of losing houses. Frequently the room erupted in applause.\u003c/p>\n\u003cp>Cheryl Brinkman, chair of the SFMTA board, repeatedly told the audience to be quiet and threatened to clear the room. She asked the drivers to shake their hands in the air if they approved of what was being said. If they disapproved, they were asked to give a thumbs down. For the rest of the night, the cab drivers gestured in unison, moving their bodies so emphatically that they filled the room with the sound of squeaking chairs.\u003c/p>\n\u003cp>Most of the drivers at the meeting wanted the SFMTA to reject the three proposed changes: to allow corporations to buy medallions, to decommission the \"pre-K\" medallions purchased before 1978, and to only allow those who have purchased medallions after 2010 to pick up passengers at the airport.\u003c/p>\n\u003cp>Several cab drivers said that these proposals were not addressing the elephant in the room: the failure to regulate Uber and Lyft.\u003c/p>\n\u003cp>Even drivers who might benefit from the city restricting the number of taxis at the airport, like Harbir Batth, were against the proposal.\u003c/p>\n\u003cp>“It’s a wrong policy,” Batth said, “I see it as a discriminatory practice from the MTA. They’re trying to divide us.”\u003c/p>\n\u003cp>Batth is one of the more than 700 drivers who bought a medallion for $250,000. \u003ca href=\"https://www.kqed.org/news/10693923/for-san-francisco-cab-drivers-once-treasured-medallions-now-a-burden\">KQED interviewed him three years ago\u003c/a> about his predicament. He is still in the same situation: paying a loan on a medallion that no one wants to buy.\u003c/p>\n\u003cp>Stewart Rosen has driven a cab for more than 40 years and has a medallion, which under the new rules, can no longer be used to pick passengers up at the airport. “Not only did the city not regulate Uber,” he says, “now they're going to take a dagger and shove it right through my chest after all the service I gave.”\u003c/p>\n\u003cp>Most drivers at the meeting had a simple request: for the city to either find some way to regulate Uber and Lyft or to buy back their medallions.\u003c/p>\n\u003cp>\u003cstrong>Defiance of the Supervisors\u003c/strong>\u003c/p>\n\u003cp>In the morning before the SFMTA meeting, five supervisors sent a letter to the MTA stating that they did not support restricting which cabs can pick up at the airport nor decommissioning medallions purchased before 1978.\u003c/p>\n\u003cp>\"In light of serious concerns raised by impacted stakeholders,\" the letter stated, \"and the lack of analysis to inform the debate surrounding likely effects, [...] we cannot support at this time the staff proposals.\"\u003c/p>\n\u003cp>The letter was signed by Supervisors Aaron Peskin, Rafael Mandelman, Sandra Lee Fewer, Norman Yee and Hillary Ronen.\u003c/p>\n\u003cp>“It is not lost on the signatories to this letter that these proposed reforms arrive on the same day as the Transportation Authority’s report showing that Transportation Network Companies like Uber and Lyft \u003ca href=\"https://www.kqed.org/news/11699063/city-analysis-uber-lyft-are-biggest-contributors-to-slowdown-in-s-f-traffic\">account for over 50 percent\u003c/a> of the increase in congestion between 2010 and 2016, and that the city’s inability to adequately regulate TNC’s has contributed greatly to the plight of taxi medallion holders.”\u003c/p>\n\u003cp>Mayor London Breed has been silent on this issue, and her office has not responded to multiple requests for comment.\u003c/p>\n\u003cp>Despite the letter from supervisors and complaints from cab drivers, the SFMTA board decided to pass the proposals that would allow corporations to buy medallions and to limit which drivers could pick passengers up at the airport. Drivers were livid. Several said that this is the final blow and that the taxi industry is now officially dead.\u003c/p>\n\u003cp>It is not clear how this policy will be enforced. Drivers with medallions acquired before 2010 will still be able to drop off passengers at the airport, but then they will have to leave without picking anyone up. Drivers said that it is not worth driving at all if they can’t go to the airport.\u003c/p>\n\u003cp>Already, many medallions are not out on the road -- a \u003ca href=\"https://www.sfcta.org/sites/default/files/content/Planning/TNCs/TNCs_Today_112917.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">2017 San Francisco County Transportation Authority analysis\u003c/a> concluded that even at the busiest times, about 400 to 500 taxis are on the streets compared to as many as 6,500 Uber and Lyft vehicles.\u003c/p>\n\u003cp>It's unclear what this new proposal will do to the fleet or the number of cabs on the street. The fewer drivers on the street, the fewer workers there would be to collectively push for reforms in the industry.\u003c/p>\n\u003cp>It is also unclear what effect it will have on drivers who can still pick passengers up at the airport. The SFMTA's report on revitalizing the industry forecasts they will see an uptick in their earnings. But with the ever-changing situation with Lyft and Uber, certainty has become a rare thing in the industry.\u003c/p>\n\u003cp>\u003cstrong>Time's Up\u003c/strong>\u003c/p>\n\u003cp>It was fairly early in the night when cab driver Antonio Yon got the chance to speak. He spoke quietly and gripped the edges of the podium.\u003c/p>\n\u003cp>\"There was no business out there for me,\" Yon said.\u003c/p>\n\u003cp>Yon had a mortgage, but in recent years he said he couldn’t make the payments.\u003c/p>\n\u003cp>\"I was getting lots of nasty calls from the bank,” he said. Yon just wasn’t earning enough money on the road to keep his house. Yon said he's homeless now. The only reason he isn’t on the street is because he found a tiny place in Chinatown to stay in temporarily.\u003c/p>\n\u003cp>Yon’s voice began to break as he got to this point in the story. “I was very desperate. I was about to commit suicide,” he said.\u003c/p>\n\u003cp>The entire room was silent. Yon took a few seconds to compose himself. He was starting to talk about what he wanted from the SFMTA. An electric bell sounded. His time was up. \"I have to survive,\" was the last thing he said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Yon gathered his papers and walked straight to the back of the room. Another driver, Inder Jitghotra, stood up and touched Yon’s shoulder. Jitghotra’s family owns six medallions and is on the edge of bankruptcy. Yon stood very still, clutching his notes. He stared straight ahead as another driver walked up to the podium to tell his story.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>City transportation planners say that ride-services like Uber and Lyft are\u003ca href=\"http://bit.ly/nsf2P0X8Ex\" target=\"_blank\" rel=\"noopener\"> responsible for about half of the increased traffic congestion\u003c/a> in San Francisco from 2010 to late 2016.\u003c/p>\n\u003cp>After factoring a surging economy and a population increase of 70,000 people, the San Francisco County Transportation Authority largely blamed lower speeds and more time sitting in traffic on “transportation network companies.”\u003c/p>\n\u003cp>Uber pointed out that the SFCTA study did not account for a rise in tourism while Lyft claimed that ride-services actually reduce congestion.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>City transportation planners say that ride-services like Uber and Lyft are\u003ca href=\"http://bit.ly/nsf2P0X8Ex\" target=\"_blank\" rel=\"noopener\"> responsible for about half of the increased traffic congestion\u003c/a> in San Francisco from 2010 to late 2016.\u003c/p>\n\u003cp>After factoring a surging economy and a population increase of 70,000 people, the San Francisco County Transportation Authority largely blamed lower speeds and more time sitting in traffic on “transportation network companies.”\u003c/p>\n\u003cp>Uber pointed out that the SFCTA study did not account for a rise in tourism while Lyft claimed that ride-services actually reduce congestion.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "City Analysis: Uber, Lyft Are Biggest Contributors to Slowdown in S.F. Traffic",
"title": "City Analysis: Uber, Lyft Are Biggest Contributors to Slowdown in S.F. Traffic",
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"content": "\u003cp>\u003cem>Updated 9:25 a.m. Tuesday\u003c/em>\u003c/p>\n\u003cp>[dropcap]T[/dropcap]here are lots of reasons traffic congestion has gotten worse in San Francisco since 2010. Among them are a surging economy that has added an estimated 150,000 new jobs in the city and a population increase of 70,000.\u003c/p>\n\u003cp>But new research from San Francisco transportation planners finds that the single biggest factor in slowing down traffic and jamming city streets is the arrival of tens of thousands of ride-service vehicles carrying passengers for Uber and Lyft -- firms known in regulatory circles as transportation network companies, or TNCs.\u003c/p>\n\u003cp>A report released Tuesday by the San Francisco County Transportation Authority (SFCTA) -- \"\u003ca href=\"https://www.sfcta.org/sites/default/files/content/Planning/TNCs/TNCs_Congestion_Report_181015_Final.pdf\" target=\"_blank\" rel=\"noopener\">TNCs and Congestion\u003c/a>\" -- says a comparison of data from 2010 and late 2016 found that the ride-service firms are responsible for about half of the increased congestion on city streets during that time period.\u003c/p>\n\u003cp>The report was published alongside \u003ca href=\"http://tncsandcongestion.sfcta.org/\" target=\"_blank\" rel=\"noopener\">an interactive map\u003c/a> showing the congestion impact of ride services, population and employment growth and changes in the city's street network.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>In statements issued before the official release of the report, the companies pushed back against the notion they're responsible for worsening traffic conditions. Uber said the study failed to account for a dramatic increase in tourism in recent years or traffic bottlenecks caused by more frequent freight and e-commerce deliveries in the city. \u003ca href=\"https://medium.com/sharing-the-ride-with-lyft/understanding-lyfts-impact-on-congestion-adc1d13d932e\" rel=\"noopener\" target=\"_blank\">Lyft pointed\u003c/a> to studies that suggest TNCs may actually reduce congestion.\u003c/p>\n\u003cp>\u003cstrong>Findings Add to 2017 Report\u003c/strong>\u003c/p>\n\u003cp>It's not exactly news that there are lots of Lyft and Uber vehicles on San Francisco streets. If you're in the Financial District, South of Market (SOMA) or the Mission and open the companies' apps, nearby thoroughfares appear to be crawling with ride-service cars.\u003c/p>\n\u003cp>That impression is backed up by data. The SFCTA said in \u003ca href=\"https://www.sfcta.org/sites/default/files/content/Planning/TNCs/TNCs_Today_112917.pdf\" target=\"_blank\" rel=\"noopener\">an analysis\u003c/a> of TNC traffic last year that as many as 6,000 Uber and Lyft vehicles were on the city's streets at any one time -- dwarfing the city's mostly moribund taxi fleet -- and accounted for about 170,000 vehicle trips on a typical weekday. That ride service traffic -- again based on data from late 2016 -- represented about 15 percent of all vehicle trips in the city, the SFCTA said.\u003c/p>\n\u003cp>\"When we put that report out, what it revealed was that there are a lot of TNC trips happening, oftentimes in the most congested parts of the city and often at the most congested times of day,\" said Joe Castiglione, the SFCTA's deputy director for technology, data and analysis.\u003c/p>\n\u003cp>\"However, we couldn't really say how much TNCs were contributing to congestion or how they might have changed congestion since they came on the scene around seven or eight years ago, because lots of other things have changed in the interim,\" he said.\u003c/p>\n\u003cp>Among those changes: the city's spike in employment and the increase in its population.\u003c/p>\n\u003cp>\"Certainly all of these new people -- new residents and jobs -- are also contributing to congestion,\" Castiglione said. \"What this new report does is answer the question, 'How do TNCs affect roadway congestion in San Francisco relative to all of these other factors?' \"\u003c/p>\n\u003cp>The SFCTA report acknowledges a host of unknowns in answering that question, noting a lack of data on how delivery services, freight traffic and construction activity on city streets might be affecting congestion.\u003c/p>\n\u003cp>The study also concedes that it's not a given that ride services increase congestion. For instance, Uber and Lyft could encourage transit ridership by serving as a bridge to and from train stations and bus stops.\u003c/p>\n\u003cp>\u003cstrong>S.F. Streets: More Delays, Lower Speeds\u003c/strong>\u003c/p>\n\u003cp>But after sifting through data from several sources, the transportation researchers concluded that the ride services are, indeed, a major factor in traffic congestion.\u003c/p>\n\u003cp>Using information on late 2016 Uber and Lyft activity in San Francisco, obtained by researchers at Northeastern University and data about citywide traffic conditions from transportation intelligence firm INRIX, the SFCTA analyzed three measures of congestion: the extent of travel delays, the total number of miles vehicles travel in the city every day and average traffic speeds.\u003c/p>\n\u003cp>The SFCTA says that total daily traffic delays in San Francisco increased from about 65,000 hours in 2010 to 105,000 hours by the end of 2016. By analyzing several different scenarios, including a hypothetical situation in which there was no TNC traffic in 2016, the agency estimates that 51 percent of the additional 40,000 hours of daily delay was due to the ride services.\u003c/p>\n\u003cp>Similarly, the study found that the TNCs contributed heavily to increases in the number of vehicle miles traveled each weekday and decreases in average speeds on city thoroughfares.\u003c/p>\n\u003cp>The SFCTA report says weekday vehicle miles traveled increased from 4.9 million to 5.6 million between 2010 and the end of 2016, with TNCs accounting for 47 percent of the 700,000-mile increase. The city researchers estimate that average speeds on city streets fell from 24 mph to 20.9 mph during the study period, with ride-service traffic responsible for 55 percent of the 3.1 mph drop.\u003c/p>\n\u003cp>\u003cstrong>Hardest-Hit Neighborhoods\u003c/strong>\u003c/p>\n\u003cp>The report also highlights the neighborhoods and times of day where the ride-service firms have had the biggest impact on travel conditions.\u003c/p>\n\u003cp>Among those findings:\u003c/p>\n\u003cul>\n\u003cli>Ride-hailing companies are major contributors to the horrendous traffic conditions in the city's Financial District and SOMA, areas which have seen major increases in travel delays and the number of vehicle miles traveled.\u003c/li>\n\u003cli>The Mission District saw the biggest drop in average traffic speeds -- almost 5 mph over the six-year study period. Smaller but significant drops were also seen in the Financial District, SOMA and the Civic Center/Hayes Valley/Panhandle corridor. The study says ride services were the biggest factor in the speed decreases in those areas.\u003c/li>\n\u003cli>One SOMA block offers a dramatic example of both worsening congestion and the role ride-service firms play. The SFCTA says daily hours of delay more than doubled on Bryant Street between 5th and 6th streets-- a key approach to the eastbound Bay Bridge. The agency says 80 percent of that additional congestion is due to ride-service vehicles.\u003c/li>\n\u003cli>Traffic delays have increased and speeds have slowed at all times of day. The report says the TNCs have had the most dramatic relative impact on evening and overnight traffic, when average traffic speeds citywide have dropped from about 26 mph to about 22 mph. \u003c/li>\n\u003cli>The data confirm that Valencia Street, often the scene of evening TNC scrums, has been severely affected by the advent of Lyft and Uber. Evening congestion has skyrocketed on the popular Mission District strip, virtually all due to ride-service traffic. Lyft has tried to address that issue by \u003ca href=\"https://missionlocal.org/2018/08/lyft-rides-permenantly-diverted-from-busy-parts-of-sfs-valencia-street/\" rel=\"noopener\" target=\"_blank\">ending passenger pickups\u003c/a> on Valencia between 16th and 19th streets, directing customers to catch their rides on side streets.\u003c/li>\n\u003c/ul>\n\u003cp>Castiglione and other SFCTA researchers who worked on the study are scheduled to present their findings to the Board of Supervisors -- meeting as the county Transportation Authority Board-- on Tuesday.\u003c/p>\n\u003cp>Uber and Lyft criticized the agency report, saying the findings don't fully account for other sources of traffic congestion and fail to credit ways in which ride services may ease travel overall.\u003c/p>\n\u003cp>\"While we appreciate efforts to better understand the causes of congestion, this study fails to consider critical factors like the spike in tourism or the growth of freight deliveries, both of which have exploded since the study’s baseline date of 2010,\" Uber said in a statement.\u003c/p>\n\u003cp>Lyft representative Lauren Alexander said via email that the SFCTA report \"is flawed and an incomplete picture of the transit challenges San Francisco faces. Congestion is a complex issue, and Lyft is committed to being a part of the solution. Lyft stands ready to partner with SFCTA to advocate for solutions like congestion pricing and building more housing near transit to address the core causes of congestion.\"\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>Both Lyft and Uber are cooperating with \u003ca href=\"https://www.sfchronicle.com/bayarea/article/In-compromise-with-SF-Supervisor-Peskin-Uber-and-13121292.php\">a city effort\u003c/a> to impose a new tax on ride-service trips, the proceeds of which would go to fund transportation improvements.\u003c/p>\n\n",
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"excerpt": "Congestion has gotten a lot worse since 2010 -- and thousands of ride-service vehicles are at the root of the misery.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated 9:25 a.m. Tuesday\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cspan class=\"utils-parseShortcode-shortcodes-__dropcapShortcode__dropcap\">T\u003c/span>\u003c/p>\u003cp>here are lots of reasons traffic congestion has gotten worse in San Francisco since 2010. Among them are a surging economy that has added an estimated 150,000 new jobs in the city and a population increase of 70,000.\u003c/p>\n\u003cp>But new research from San Francisco transportation planners finds that the single biggest factor in slowing down traffic and jamming city streets is the arrival of tens of thousands of ride-service vehicles carrying passengers for Uber and Lyft -- firms known in regulatory circles as transportation network companies, or TNCs.\u003c/p>\n\u003cp>A report released Tuesday by the San Francisco County Transportation Authority (SFCTA) -- \"\u003ca href=\"https://www.sfcta.org/sites/default/files/content/Planning/TNCs/TNCs_Congestion_Report_181015_Final.pdf\" target=\"_blank\" rel=\"noopener\">TNCs and Congestion\u003c/a>\" -- says a comparison of data from 2010 and late 2016 found that the ride-service firms are responsible for about half of the increased congestion on city streets during that time period.\u003c/p>\n\u003cp>The report was published alongside \u003ca href=\"http://tncsandcongestion.sfcta.org/\" target=\"_blank\" rel=\"noopener\">an interactive map\u003c/a> showing the congestion impact of ride services, population and employment growth and changes in the city's street network.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In statements issued before the official release of the report, the companies pushed back against the notion they're responsible for worsening traffic conditions. Uber said the study failed to account for a dramatic increase in tourism in recent years or traffic bottlenecks caused by more frequent freight and e-commerce deliveries in the city. \u003ca href=\"https://medium.com/sharing-the-ride-with-lyft/understanding-lyfts-impact-on-congestion-adc1d13d932e\" rel=\"noopener\" target=\"_blank\">Lyft pointed\u003c/a> to studies that suggest TNCs may actually reduce congestion.\u003c/p>\n\u003cp>\u003cstrong>Findings Add to 2017 Report\u003c/strong>\u003c/p>\n\u003cp>It's not exactly news that there are lots of Lyft and Uber vehicles on San Francisco streets. If you're in the Financial District, South of Market (SOMA) or the Mission and open the companies' apps, nearby thoroughfares appear to be crawling with ride-service cars.\u003c/p>\n\u003cp>That impression is backed up by data. The SFCTA said in \u003ca href=\"https://www.sfcta.org/sites/default/files/content/Planning/TNCs/TNCs_Today_112917.pdf\" target=\"_blank\" rel=\"noopener\">an analysis\u003c/a> of TNC traffic last year that as many as 6,000 Uber and Lyft vehicles were on the city's streets at any one time -- dwarfing the city's mostly moribund taxi fleet -- and accounted for about 170,000 vehicle trips on a typical weekday. That ride service traffic -- again based on data from late 2016 -- represented about 15 percent of all vehicle trips in the city, the SFCTA said.\u003c/p>\n\u003cp>\"When we put that report out, what it revealed was that there are a lot of TNC trips happening, oftentimes in the most congested parts of the city and often at the most congested times of day,\" said Joe Castiglione, the SFCTA's deputy director for technology, data and analysis.\u003c/p>\n\u003cp>\"However, we couldn't really say how much TNCs were contributing to congestion or how they might have changed congestion since they came on the scene around seven or eight years ago, because lots of other things have changed in the interim,\" he said.\u003c/p>\n\u003cp>Among those changes: the city's spike in employment and the increase in its population.\u003c/p>\n\u003cp>\"Certainly all of these new people -- new residents and jobs -- are also contributing to congestion,\" Castiglione said. \"What this new report does is answer the question, 'How do TNCs affect roadway congestion in San Francisco relative to all of these other factors?' \"\u003c/p>\n\u003cp>The SFCTA report acknowledges a host of unknowns in answering that question, noting a lack of data on how delivery services, freight traffic and construction activity on city streets might be affecting congestion.\u003c/p>\n\u003cp>The study also concedes that it's not a given that ride services increase congestion. For instance, Uber and Lyft could encourage transit ridership by serving as a bridge to and from train stations and bus stops.\u003c/p>\n\u003cp>\u003cstrong>S.F. Streets: More Delays, Lower Speeds\u003c/strong>\u003c/p>\n\u003cp>But after sifting through data from several sources, the transportation researchers concluded that the ride services are, indeed, a major factor in traffic congestion.\u003c/p>\n\u003cp>Using information on late 2016 Uber and Lyft activity in San Francisco, obtained by researchers at Northeastern University and data about citywide traffic conditions from transportation intelligence firm INRIX, the SFCTA analyzed three measures of congestion: the extent of travel delays, the total number of miles vehicles travel in the city every day and average traffic speeds.\u003c/p>\n\u003cp>The SFCTA says that total daily traffic delays in San Francisco increased from about 65,000 hours in 2010 to 105,000 hours by the end of 2016. By analyzing several different scenarios, including a hypothetical situation in which there was no TNC traffic in 2016, the agency estimates that 51 percent of the additional 40,000 hours of daily delay was due to the ride services.\u003c/p>\n\u003cp>Similarly, the study found that the TNCs contributed heavily to increases in the number of vehicle miles traveled each weekday and decreases in average speeds on city thoroughfares.\u003c/p>\n\u003cp>The SFCTA report says weekday vehicle miles traveled increased from 4.9 million to 5.6 million between 2010 and the end of 2016, with TNCs accounting for 47 percent of the 700,000-mile increase. The city researchers estimate that average speeds on city streets fell from 24 mph to 20.9 mph during the study period, with ride-service traffic responsible for 55 percent of the 3.1 mph drop.\u003c/p>\n\u003cp>\u003cstrong>Hardest-Hit Neighborhoods\u003c/strong>\u003c/p>\n\u003cp>The report also highlights the neighborhoods and times of day where the ride-service firms have had the biggest impact on travel conditions.\u003c/p>\n\u003cp>Among those findings:\u003c/p>\n\u003cul>\n\u003cli>Ride-hailing companies are major contributors to the horrendous traffic conditions in the city's Financial District and SOMA, areas which have seen major increases in travel delays and the number of vehicle miles traveled.\u003c/li>\n\u003cli>The Mission District saw the biggest drop in average traffic speeds -- almost 5 mph over the six-year study period. Smaller but significant drops were also seen in the Financial District, SOMA and the Civic Center/Hayes Valley/Panhandle corridor. The study says ride services were the biggest factor in the speed decreases in those areas.\u003c/li>\n\u003cli>One SOMA block offers a dramatic example of both worsening congestion and the role ride-service firms play. The SFCTA says daily hours of delay more than doubled on Bryant Street between 5th and 6th streets-- a key approach to the eastbound Bay Bridge. The agency says 80 percent of that additional congestion is due to ride-service vehicles.\u003c/li>\n\u003cli>Traffic delays have increased and speeds have slowed at all times of day. The report says the TNCs have had the most dramatic relative impact on evening and overnight traffic, when average traffic speeds citywide have dropped from about 26 mph to about 22 mph. \u003c/li>\n\u003cli>The data confirm that Valencia Street, often the scene of evening TNC scrums, has been severely affected by the advent of Lyft and Uber. Evening congestion has skyrocketed on the popular Mission District strip, virtually all due to ride-service traffic. Lyft has tried to address that issue by \u003ca href=\"https://missionlocal.org/2018/08/lyft-rides-permenantly-diverted-from-busy-parts-of-sfs-valencia-street/\" rel=\"noopener\" target=\"_blank\">ending passenger pickups\u003c/a> on Valencia between 16th and 19th streets, directing customers to catch their rides on side streets.\u003c/li>\n\u003c/ul>\n\u003cp>Castiglione and other SFCTA researchers who worked on the study are scheduled to present their findings to the Board of Supervisors -- meeting as the county Transportation Authority Board-- on Tuesday.\u003c/p>\n\u003cp>Uber and Lyft criticized the agency report, saying the findings don't fully account for other sources of traffic congestion and fail to credit ways in which ride services may ease travel overall.\u003c/p>\n\u003cp>\"While we appreciate efforts to better understand the causes of congestion, this study fails to consider critical factors like the spike in tourism or the growth of freight deliveries, both of which have exploded since the study’s baseline date of 2010,\" Uber said in a statement.\u003c/p>\n\u003cp>Lyft representative Lauren Alexander said via email that the SFCTA report \"is flawed and an incomplete picture of the transit challenges San Francisco faces. Congestion is a complex issue, and Lyft is committed to being a part of the solution. Lyft stands ready to partner with SFCTA to advocate for solutions like congestion pricing and building more housing near transit to address the core causes of congestion.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Both Lyft and Uber are cooperating with \u003ca href=\"https://www.sfchronicle.com/bayarea/article/In-compromise-with-SF-Supervisor-Peskin-Uber-and-13121292.php\">a city effort\u003c/a> to impose a new tax on ride-service trips, the proceeds of which would go to fund transportation improvements.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Uber is paying $148 million to settle claims over the ride-hailing company’s cover-up of a data breach in 2016, when hackers stole personal information of some 25 million customers and drivers in the U.S.\u003c/p>\n\u003cp>Instead of reporting the stolen data \u003ca href=\"http://www.ncsl.org/research/telecommunications-and-information-technology/security-breach-notification-laws.aspx\">as required by law\u003c/a>, Uber paid the hackers $100,000. That was in late 2016; it wasn’t until November 2017 that Uber CEO Dara Khosrowshahi revealed that hackers had downloaded the names, email addresses and mobile phone numbers of 57 million Uber users around the world. The figure included 600,000 of the company’s drivers, whose names and driver’s license numbers were also at risk.\u003c/p>\n\u003cp>Uber paid the hackers when the company was still run by its former CEO, Travis Kalanick — who \u003ca href=\"https://www.npr.org/sections/thetwo-way/2017/06/21/533754816/uber-founder-resigns-under-pressure-as-ceo-published-report-says\">resigned in the middle of 2017\u003c/a> in the face of numerous accusations about the burgeoning start-up’s culture and ethical practices.\u003c/p>\n\u003cp>“Uber’s decision to cover up this breach was a blatant violation of the public’s trust,” California Attorney General Xavier Becerra \u003ca href=\"https://oag.ca.gov/news/press-releases/california-attorney-general-becerra-san-francisco-district-attorney-gasc%C3%B3n\">said in announcing the settlement\u003c/a>. “The company failed to safeguard user data and notify authorities when it was exposed.”\u003c/p>\n\u003cp>Attorneys general from all 50 states and the District of Columbia filed a lawsuit over the breach. They announced the settlement on Wednesday, saying that in addition to the penalty, Uber agreed to bolster its data security practices and to give quarterly security updates to the states for the next two years.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Uber’s chief legal officer, Tony West — who joined the company just as the hacking case was made public — said that paying the settlement was part of Uber’s focus on “taking responsibility for past mistakes, learning from them, and moving forward.”\u003c/p>\n\u003cp>When Uber revealed the breach, it said the hackers had targeted data stored on a third-party, cloud-based service and that the information that was exposed did not include trip location history, credit card numbers, bank account numbers, Social Security numbers or dates of birth.\u003c/p>\n\u003cp>The San Francisco-based company says it contacted the hackers and “obtained assurances” that the downloaded data had been deleted.\u003c/p>\n\u003cp>As NPR’s Yuki Noguchi reports, “By not reporting the breach for a year, regulators say the company left its drivers vulnerable to financial fraud and identity theft. This settlement comes as Uber prepares to sell shares to the public for the first time next year.”\u003c/p>\n\u003cp>As part of its response to the data breach, Uber fired Joe Sullivan, its chief security officer. After the hack became public, Sullivan defended the company’s handling of the issue, \u003ca href=\"https://www.nytimes.com/2018/01/12/technology/uber-hacker-payment-100000.html\">saying Uber had paid a “bug bounty”\u003c/a> to the hacker, rather than a ransom for stolen data. It was part of an ongoing security program and not, Sullivan said, a cover-up. But others, both at the company and at regulatory agencies, disagreed.\u003c/p>\n\u003cp>Uber is still facing lawsuits from private parties and from some cities over its handling of the 2016 breach.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>In July, the Federal Trade Commission \u003ca href=\"https://www.ftc.gov/enforcement/cases-proceedings/refunds/refunds-uber-drivers\">began sending checks totaling nearly $20 million\u003c/a> to Uber drivers in 19 cities, after finding that they were misled by exaggerated claims of the income they could make. Those payments stem from a separate 2017 settlement. \u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2018 NPR. To see more, visit http://www.npr.org/.\u003cimg decoding=\"async\" src=\"https://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=Uber+Pays+%24148+Million+Over+Yearlong+Cover-Up+Of+Data+Breach&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Uber is paying $148 million to settle claims over the ride-hailing company’s cover-up of a data breach in 2016, when hackers stole personal information of some 25 million customers and drivers in the U.S.\u003c/p>\n\u003cp>Instead of reporting the stolen data \u003ca href=\"http://www.ncsl.org/research/telecommunications-and-information-technology/security-breach-notification-laws.aspx\">as required by law\u003c/a>, Uber paid the hackers $100,000. That was in late 2016; it wasn’t until November 2017 that Uber CEO Dara Khosrowshahi revealed that hackers had downloaded the names, email addresses and mobile phone numbers of 57 million Uber users around the world. The figure included 600,000 of the company’s drivers, whose names and driver’s license numbers were also at risk.\u003c/p>\n\u003cp>Uber paid the hackers when the company was still run by its former CEO, Travis Kalanick — who \u003ca href=\"https://www.npr.org/sections/thetwo-way/2017/06/21/533754816/uber-founder-resigns-under-pressure-as-ceo-published-report-says\">resigned in the middle of 2017\u003c/a> in the face of numerous accusations about the burgeoning start-up’s culture and ethical practices.\u003c/p>\n\u003cp>“Uber’s decision to cover up this breach was a blatant violation of the public’s trust,” California Attorney General Xavier Becerra \u003ca href=\"https://oag.ca.gov/news/press-releases/california-attorney-general-becerra-san-francisco-district-attorney-gasc%C3%B3n\">said in announcing the settlement\u003c/a>. “The company failed to safeguard user data and notify authorities when it was exposed.”\u003c/p>\n\u003cp>Attorneys general from all 50 states and the District of Columbia filed a lawsuit over the breach. They announced the settlement on Wednesday, saying that in addition to the penalty, Uber agreed to bolster its data security practices and to give quarterly security updates to the states for the next two years.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Uber’s chief legal officer, Tony West — who joined the company just as the hacking case was made public — said that paying the settlement was part of Uber’s focus on “taking responsibility for past mistakes, learning from them, and moving forward.”\u003c/p>\n\u003cp>When Uber revealed the breach, it said the hackers had targeted data stored on a third-party, cloud-based service and that the information that was exposed did not include trip location history, credit card numbers, bank account numbers, Social Security numbers or dates of birth.\u003c/p>\n\u003cp>The San Francisco-based company says it contacted the hackers and “obtained assurances” that the downloaded data had been deleted.\u003c/p>\n\u003cp>As NPR’s Yuki Noguchi reports, “By not reporting the breach for a year, regulators say the company left its drivers vulnerable to financial fraud and identity theft. This settlement comes as Uber prepares to sell shares to the public for the first time next year.”\u003c/p>\n\u003cp>As part of its response to the data breach, Uber fired Joe Sullivan, its chief security officer. After the hack became public, Sullivan defended the company’s handling of the issue, \u003ca href=\"https://www.nytimes.com/2018/01/12/technology/uber-hacker-payment-100000.html\">saying Uber had paid a “bug bounty”\u003c/a> to the hacker, rather than a ransom for stolen data. It was part of an ongoing security program and not, Sullivan said, a cover-up. But others, both at the company and at regulatory agencies, disagreed.\u003c/p>\n\u003cp>Uber is still facing lawsuits from private parties and from some cities over its handling of the 2016 breach.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>In July, the Federal Trade Commission \u003ca href=\"https://www.ftc.gov/enforcement/cases-proceedings/refunds/refunds-uber-drivers\">began sending checks totaling nearly $20 million\u003c/a> to Uber drivers in 19 cities, after finding that they were misled by exaggerated claims of the income they could make. Those payments stem from a separate 2017 settlement. \u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2018 NPR. To see more, visit http://www.npr.org/.\u003cimg decoding=\"async\" src=\"https://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=Uber+Pays+%24148+Million+Over+Yearlong+Cover-Up+Of+Data+Breach&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Five months after Uber reached a settlement agreement in a class-action lawsuit filed by women and people of color who worked there as engineers, new details are emerging about the terms of the deal. The plaintiffs, both current and former employees, say they were subjected to harassment and discrimination at Uber.\u003c/p>\n\u003cp>It’s the latest development for a company that has come under fire for its workplace culture in recent years. Uber has seen \u003ca href=\"https://www.npr.org/sections/thetwo-way/2017/06/06/531806891/uber-fires-20-employees-after-sexual-harassment-claim-investigation\">the firing of at least 20 employees\u003c/a> over sexual harassment allegations and the \u003ca href=\"https://www.npr.org/sections/thetwo-way/2017/06/21/533754816/uber-founder-resigns-under-pressure-as-ceo-published-report-says\">departure of its CEO\u003c/a>.\u003c/p>\n\u003cp>The details of the $10 million settlement have not yet received final approval from a federal judge — a session scheduled for Nov. 6. The deal was announced in March and granted preliminary approval by a judge in April, according to a court filing from the settlement administrator.\u003c/p>\n\u003cp>Fifty-six people are set to receive an average payout of nearly $34,000 because they filed specific claims of “incidents of discrimination, harassment, and/or hostile work environment and connecting their experiences to their race, national origin or gender,” court documents state.\u003c/p>\n\u003cp>The amount will be determined using a scoring process, which takes into account the nature of the reported harassment, whom the offender is, whether there was a witness or other documentation and the impact of the harassment on the victim.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>A larger group of 483 people will be paid an average of nearly $11,000 because of other discrimination claims, according to the documents. The original lawsuit was filed by two Latina engineers, Roxana del Toro Lopez and Ana Medina, who say they were systematically discriminated against because of their gender and ethnic background.\u003c/p>\n\u003cp>Court filings say 487 class members were contacted about participating in the case. Nobody objected, and two opted out. The terms of the deal were reported Tuesday \u003ca href=\"https://www.bloomberg.com/news/articles/2018-08-21/uber-harassment-settlement-56-workers-to-split-1-9-million\">by Bloomberg\u003c/a>.\u003c/p>\n\u003cp>“We agree with the plaintiff’s motion which states that ‘the class has responded extremely favorably to the settlement’ with amounts that are ‘fair, reasonable, and adequate,’ ” Uber said in a statement to NPR.\u003c/p>\n\u003cp>Uber has stressed that it is working to change. The company says it is taking actions on the issues highlighted by this lawsuit, including putting in place a new salary and equity structure and changing the performance review process.\u003c/p>\n\u003cp>“Moving forward, it’s time to move in a new direction,” CEO Dara Khosrowshahi said in a recent \u003ca href=\"https://www.youtube.com/watch?v=WMZyw5lPKgE\">TV commercial\u003c/a>. “This begins with new leadership and a new culture. … One of our core values as a company is to always to the right thing. And if there are times when we fall short, we commit to being open, taking responsibility for the problem and fixing it.”\u003c/p>\n\u003cp>Last year, the company conducted an investigation into more than 200 complaints of sexual harassment and workplace misconduct, as \u003ca href=\"https://www.npr.org/sections/thetwo-way/2017/06/06/531806891/uber-fires-20-employees-after-sexual-harassment-claim-investigation\">NPR’s Yuki Noguchi reported\u003c/a>. The 20 employees it fired included senior executives.\u003c/p>\n\u003cp>That investigation received attention, Noguchi said, “in part because Silicon Valley already has a reputation for attracting and catering to male tech talent, but not to women. So, in a way, Uber is a test case for how serious the tech industry is about fixing its gender-diversity problems.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Months before the investigation concluded, a former Uber engineer named Susan Fowler \u003ca href=\"https://www.susanjfowler.com/blog/2017/2/19/reflecting-on-one-very-strange-year-at-uber\">published a blog post\u003c/a> saying her new manager had propositioned her for sex the day she joined his team. When she went to report the situation to human resources, she says she was told that “they wouldn’t feel comfortable giving him anything other than a warning and a stern talking-to.” \u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2018 NPR. To see more, visit http://www.npr.org/.\u003cimg decoding=\"async\" src=\"https://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=Details+Of+Uber+Harassment+Settlement+Released&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n",
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"title": "Code Switch / Life Kit",
"info": "\u003cem>Code Switch\u003c/em>, which listeners will hear in the first part of the hour, has fearless and much-needed conversations about race. Hosted by journalists of color, the show tackles the subject of race head-on, exploring how it impacts every part of society — from politics and pop culture to history, sports and more.\u003cbr />\u003cbr />\u003cem>Life Kit\u003c/em>, which will be in the second part of the hour, guides you through spaces and feelings no one prepares you for — from finances to mental health, from workplace microaggressions to imposter syndrome, from relationships to parenting. The show features experts with real world experience and shares their knowledge. Because everyone needs a little help being human.\u003cbr />\u003cbr />\u003ca href=\"https://www.npr.org/podcasts/510312/codeswitch\">\u003cem>Code Switch\u003c/em> offical site and podcast\u003c/a>\u003cbr />\u003ca href=\"https://www.npr.org/lifekit\">\u003cem>Life Kit\u003c/em> offical site and podcast\u003c/a>\u003cbr />",
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"title": "Commonwealth Club of California Podcast",
"info": "The Commonwealth Club of California is the nation's oldest and largest public affairs forum. As a non-partisan forum, The Club brings to the public airwaves diverse viewpoints on important topics. The Club's weekly radio broadcast - the oldest in the U.S., dating back to 1924 - is carried across the nation on public radio stations and is now podcasting. Our website archive features audio of our recent programs, as well as selected speeches from our long and distinguished history. This podcast feed is usually updated twice a week and is always un-edited.",
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"imageAlt": "KQED Forum with Mina Kim and Alexis Madrigal",
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"order": 9
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"meta": {
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"id": "fresh-air",
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=214089682&at=11l79Y&ct=nprdirectory",
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"hidden-brain": {
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"airtime": "SUN 7pm-8pm",
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"how-i-built-this": {
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"info": "Guy Raz dives into the stories behind some of the world's best known companies. How I Built This weaves a narrative journey about innovators, entrepreneurs and idealists—and the movements they built.",
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"airtime": "SUN 7:30pm-8pm",
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"link": "/radio/program/how-i-built-this",
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"hyphenacion": {
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"tagline": "Where conversation and cultura meet",
"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
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"jerrybrown": {
"id": "jerrybrown",
"title": "The Political Mind of Jerry Brown",
"tagline": "Lessons from a lifetime in politics",
"info": "The Political Mind of Jerry Brown brings listeners the wisdom of the former Governor, Mayor, and presidential candidate. Scott Shafer interviewed Brown for more than 40 hours, covering the former governor's life and half-century in the political game – and Brown has some lessons he'd like to share. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-Political-Mind-of-Jerry-Brown-Podcast-Tile-703x703-1.jpg",
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"order": 18
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},
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"id": "latino-usa",
"title": "Latino USA",
"airtime": "MON 1am-2am, SUN 6pm-7pm",
"info": "Latino USA, the radio journal of news and culture, is the only national, English-language radio program produced from a Latino perspective.",
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"officialWebsiteLink": "http://latinousa.org/",
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"link": "/radio/program/latino-usa",
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=79681317&at=11l79Y&ct=nprdirectory",
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"rss": "https://feeds.npr.org/510016/podcast.xml"
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},
"marketplace": {
"id": "marketplace",
"title": "Marketplace",
"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
"airtime": "MON-FRI 4pm-4:30pm, MON-WED 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Marketplace-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.marketplace.org/",
"meta": {
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"source": "American Public Media"
},
"link": "/radio/program/marketplace",
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},
"masters-of-scale": {
"id": "masters-of-scale",
"title": "Masters of Scale",
"info": "Masters of Scale is an original podcast in which LinkedIn co-founder and Greylock Partner Reid Hoffman sets out to describe and prove theories that explain how great entrepreneurs take their companies from zero to a gazillion in ingenious fashion.",
"airtime": "Every other Wednesday June 12 through October 16 at 8pm (repeats Thursdays at 2am)",
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"meta": {
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"rss": "https://rss.art19.com/masters-of-scale"
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},
"mindshift": {
"id": "mindshift",
"title": "MindShift",
"tagline": "A podcast about the future of learning and how we raise our kids",
"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
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"imageAlt": "KQED MindShift: How We Will Learn",
"officialWebsiteLink": "/mindshift/",
"meta": {
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"order": 12
},
"link": "/podcasts/mindshift",
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
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},
"morning-edition": {
"id": "morning-edition",
"title": "Morning Edition",
"info": "\u003cem>Morning Edition\u003c/em> takes listeners around the country and the world with multi-faceted stories and commentaries every weekday. Hosts Steve Inskeep, David Greene and Rachel Martin bring you the latest breaking news and features to prepare you for the day.",
"airtime": "MON-FRI 3am-9am",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Morning-Edition-Podcast-Tile-360x360-1.jpg",
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"link": "/radio/program/morning-edition"
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"onourwatch": {
"id": "onourwatch",
"title": "On Our Watch",
"tagline": "Deeply-reported investigative journalism",
"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/On-Our-Watch-Podcast-Tile-703x703-1.jpg",
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"officialWebsiteLink": "/podcasts/onourwatch",
"meta": {
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"source": "kqed",
"order": 11
},
"link": "/podcasts/onourwatch",
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5ucHIub3JnLzUxMDM2MC9wb2RjYXN0LnhtbD9zYz1nb29nbGVwb2RjYXN0cw",
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},
"on-the-media": {
"id": "on-the-media",
"title": "On The Media",
"info": "Our weekly podcast explores how the media 'sausage' is made, casts an incisive eye on fluctuations in the marketplace of ideas, and examines threats to the freedom of information and expression in America and abroad. For one hour a week, the show tries to lift the veil from the process of \"making media,\" especially news media, because it's through that lens that we see the world and the world sees us",
"airtime": "SUN 2pm-3pm, MON 12am-1am",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/onTheMedia.png",
"officialWebsiteLink": "https://www.wnycstudios.org/shows/otm",
"meta": {
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},
"link": "/radio/program/on-the-media",
"subscribe": {
"apple": "https://itunes.apple.com/us/podcast/on-the-media/id73330715?mt=2",
"tuneIn": "https://tunein.com/radio/On-the-Media-p69/",
"rss": "http://feeds.wnyc.org/onthemedia"
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},
"pbs-newshour": {
"id": "pbs-newshour",
"title": "PBS NewsHour",
"info": "Analysis, background reports and updates from the PBS NewsHour putting today's news in context.",
"airtime": "MON-FRI 3pm-4pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/PBS-News-Hour-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.pbs.org/newshour/",
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},
"link": "/radio/program/pbs-newshour",
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"apple": "https://itunes.apple.com/us/podcast/pbs-newshour-full-show/id394432287?mt=2",
"tuneIn": "https://tunein.com/radio/PBS-NewsHour---Full-Show-p425698/",
"rss": "https://www.pbs.org/newshour/feeds/rss/podcasts/show"
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},
"perspectives": {
"id": "perspectives",
"title": "Perspectives",
"tagline": "KQED's series of daily listener commentaries since 1991",
"info": "KQED's series of daily listener commentaries since 1991.",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2025/01/Perspectives_Tile_Final.jpg",
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"officialWebsiteLink": "/perspectives/",
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"order": 14
},
"link": "/perspectives",
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"npr": "https://www.npr.org/podcasts/432309616/perspectives",
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"planet-money": {
"id": "planet-money",
"title": "Planet Money",
"info": "The economy explained. Imagine you could call up a friend and say, Meet me at the bar and tell me what's going on with the economy. Now imagine that's actually a fun evening.",
"airtime": "SUN 3pm-4pm",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/planetmoney.jpg",
"officialWebsiteLink": "https://www.npr.org/sections/money/",
"meta": {
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"source": "npr"
},
"link": "/radio/program/planet-money",
"subscribe": {
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"apple": "https://itunes.apple.com/us/podcast/planet-money/id290783428?mt=2",
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"rss": "https://feeds.npr.org/510289/podcast.xml"
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},
"politicalbreakdown": {
"id": "politicalbreakdown",
"title": "Political Breakdown",
"tagline": "Politics from a personal perspective",
"info": "Political Breakdown is a new series that explores the political intersection of California and the nation. Each week hosts Scott Shafer and Marisa Lagos are joined with a new special guest to unpack politics -- with personality — and offer an insider’s glimpse at how politics happens.",
"airtime": "THU 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Political-Breakdown-2024-Podcast-Tile-703x703-1.jpg",
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