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He is the co-creator of \u003cem>\u003ca href=\"http://www.theworldaccordingtosound.org\">The World According to Sound\u003c/a>,\u003c/em> a 90-second podcast that features different sounds and the stories behind them.\r\n\r\nBefore coming to KQED, Sam worked as an independent reporter who contributed regularly to \u003cem>The California Report, Marketplace,\u003c/em> \u003cem>The World \u003c/em>and NPR.","avatar":"https://secure.gravatar.com/avatar/2538b972ac02f2b9546c7a6c59a0f3d0?s=600&d=blank&r=g","twitter":"Samwharnett","facebook":null,"instagram":null,"linkedin":null,"sites":[{"site":"news","roles":["edit_others_posts","subscriber"]},{"site":"stateofhealth","roles":["author"]},{"site":"science","roles":["editor"]},{"site":"quest","roles":["subscriber"]}],"headData":{"title":"Sam Harnett | KQED","description":"KQED Contributor","ogImgSrc":"https://secure.gravatar.com/avatar/2538b972ac02f2b9546c7a6c59a0f3d0?s=600&d=blank&r=g","twImgSrc":"https://secure.gravatar.com/avatar/2538b972ac02f2b9546c7a6c59a0f3d0?s=600&d=blank&r=g"},"isLoading":false,"link":"/author/samharnett"},"markfiore":{"type":"authors","id":"3236","meta":{"index":"authors_1591205172","id":"3236","found":true},"name":"Mark Fiore","firstName":"Mark","lastName":"Fiore","slug":"markfiore","email":"mark@markfiore.com","display_author_email":false,"staff_mastheads":["news"],"title":"KQED News Cartoonist","bio":"\u003ca href=\"http://www.MarkFiore.com\">MarkFiore.com\u003c/a> | \u003ca href=\"https://twitter.com/markfiore\">Follow on Twitter\u003c/a> | \u003ca href=\"https://www.facebook.com/pages/Mark-Fiore-Animated-Political-Cartoons/94451707396?ref=bookmarks\">Facebook\u003c/a> | \u003ca href=\"mailto:mark@markfiore.com\">email\u003c/a>\r\n\r\nPulitzer Prize-winner, Mark Fiore, who the Wall Street Journal has called “the undisputed guru of the form,” creates animated political cartoons in San Francisco, where his work has been featured regularly on the San Francisco Chronicle’s web site, SFGate.com. His work has appeared on Newsweek.com, Slate.com, CBSNews.com, MotherJones.com, DailyKos.com and NPR’s web site. Fiore’s political animation has appeared on CNN, Frontline, Bill Moyers Journal, Salon.com and cable and broadcast outlets across the globe.\r\n\r\nBeginning his professional life by drawing traditional political cartoons for newspapers, Fiore’s work appeared in publications ranging from the Washington Post to the Los Angeles Times. In the late 1990s, he began to experiment with animating political cartoons and, after a short stint at the San Jose Mercury News as their staff cartoonist, Fiore devoted all his energies to animation.\r\nGrowing up in California, Fiore also spent a good portion of his life in the backwoods of Idaho. It was this combination that shaped him politically. Mark majored in political science at Colorado College, where, in a perfect send-off for a cartoonist, he received his diploma in 1991 as commencement speaker Dick Cheney smiled approvingly.\r\nMark Fiore was awarded the Pulitzer Prize for political cartooning in 2010, a Robert F. Kennedy Journalism Award in 2004 and has twice received an Online Journalism Award for commentary from the Online News Association (2002, 2008). Fiore has received two awards for his work in new media from the National Cartoonists Society (2001, 2002), and in 2006 received The James Madison Freedom of Information Award from The Society of Professional Journalists.","avatar":"https://secure.gravatar.com/avatar/fc4e2a612b15b67bad0c6f0e1db4ca9b?s=600&d=blank&r=g","twitter":"MarkFiore","facebook":null,"instagram":"https://www.instagram.com/markfiore/?hl=en","linkedin":null,"sites":[{"site":"arts","roles":["contributor"]},{"site":"news","roles":["editor"]},{"site":"futureofyou","roles":["editor"]},{"site":"science","roles":["editor"]}],"headData":{"title":"Mark Fiore | KQED","description":"KQED News Cartoonist","ogImgSrc":"https://secure.gravatar.com/avatar/fc4e2a612b15b67bad0c6f0e1db4ca9b?s=600&d=blank&r=g","twImgSrc":"https://secure.gravatar.com/avatar/fc4e2a612b15b67bad0c6f0e1db4ca9b?s=600&d=blank&r=g"},"isLoading":false,"link":"/author/markfiore"},"ecruzguevarra":{"type":"authors","id":"8654","meta":{"index":"authors_1591205172","id":"8654","found":true},"name":"Ericka Cruz Guevarra","firstName":"Ericka","lastName":"Cruz Guevarra","slug":"ecruzguevarra","email":"ecruzguevarra@kqed.org","display_author_email":true,"staff_mastheads":["news"],"title":"Producer, The Bay Podcast","bio":"Ericka Cruz Guevarra is host of \u003ca href=\"https://www.kqed.org/podcasts/thebay\">\u003cem>The Bay\u003c/em>\u003c/a> podcast at KQED. Before host, she was the show’s producer. Her work in that capacity includes a three-part reported series on policing in Vallejo, which won a 2020 excellence in journalism award from the Society of Professional Journalists. Ericka has worked as a breaking news reporter at Oregon Public Broadcasting, helped produce the Code Switch podcast, and was KQED’s inaugural Raul Ramirez Diversity Fund intern. She’s also an alumna of NPR’s Next Generation Radio program. Send her an email if you have strong feelings about whether Fairfield and Suisun City are the Bay.","avatar":"https://secure.gravatar.com/avatar/25e5ab8d3d53fad2dcc7bb2b5c506b1a?s=600&d=blank&r=g","twitter":"NotoriousECG","facebook":null,"instagram":null,"linkedin":null,"sites":[{"site":"arts","roles":["subscriber"]},{"site":"news","roles":["editor"]},{"site":"futureofyou","roles":["subscriber"]},{"site":"stateofhealth","roles":["subscriber"]},{"site":"science","roles":["editor"]},{"site":"forum","roles":["subscriber"]}],"headData":{"title":"Ericka Cruz Guevarra | KQED","description":"Producer, The Bay Podcast","ogImgSrc":"https://secure.gravatar.com/avatar/25e5ab8d3d53fad2dcc7bb2b5c506b1a?s=600&d=blank&r=g","twImgSrc":"https://secure.gravatar.com/avatar/25e5ab8d3d53fad2dcc7bb2b5c506b1a?s=600&d=blank&r=g"},"isLoading":false,"link":"/author/ecruzguevarra"},"amontecillo":{"type":"authors","id":"11649","meta":{"index":"authors_1591205172","id":"11649","found":true},"name":"Alan Montecillo","firstName":"Alan","lastName":"Montecillo","slug":"amontecillo","email":"amontecillo@kqed.org","display_author_email":false,"staff_mastheads":["news"],"title":"KQED Contributor","bio":"Alan Montecillo is editor of \u003cem>\u003ca href=\"http://kqed.org/thebay\">The Bay\u003c/a>, \u003c/em>a local news and storytelling podcast from KQED. He's worked as a senior talk show producer for WILL in Champaign-Urbana, Illinois, and was the founding producer and editor of \u003cem>Racist Sandwich\u003c/em>, a podcast about food, race, class, and gender. He is a Filipino-American from Hong Kong and a graduate of Reed College in Portland, Oregon.","avatar":"https://secure.gravatar.com/avatar/d5e4e7a76481969ccba76f4e2b5ccabc?s=600&d=blank&r=g","twitter":"alanmontecillo","facebook":null,"instagram":null,"linkedin":null,"sites":[{"site":"","roles":["editor"]},{"site":"news","roles":["editor"]}],"headData":{"title":"Alan Montecillo | KQED","description":"KQED Contributor","ogImgSrc":"https://secure.gravatar.com/avatar/d5e4e7a76481969ccba76f4e2b5ccabc?s=600&d=blank&r=g","twImgSrc":"https://secure.gravatar.com/avatar/d5e4e7a76481969ccba76f4e2b5ccabc?s=600&d=blank&r=g"},"isLoading":false,"link":"/author/amontecillo"},"blaberge":{"type":"authors","id":"11667","meta":{"index":"authors_1591205172","id":"11667","found":true},"name":"Beth LaBerge","firstName":"Beth","lastName":"LaBerge","slug":"blaberge","email":"blaberge@KQED.org","display_author_email":true,"staff_mastheads":["news"],"title":"Photographer, News","bio":"Beth LaBerge is a visual journalist for \u003ca href=\"https://www.kqed.org/news\">KQED News\u003c/a>.","avatar":"https://secure.gravatar.com/avatar/15e224cd55918d1876693b8280954875?s=600&d=blank&r=g","twitter":null,"facebook":null,"instagram":"https://www.instagram.com/bethlaberge/","linkedin":null,"sites":[{"site":"arts","roles":["editor"]},{"site":"news","roles":["editor"]},{"site":"science","roles":["editor","contributor","author"]},{"site":"liveblog","roles":["editor"]}],"headData":{"title":"Beth LaBerge | KQED","description":"Photographer, News","ogImgSrc":"https://secure.gravatar.com/avatar/15e224cd55918d1876693b8280954875?s=600&d=blank&r=g","twImgSrc":"https://secure.gravatar.com/avatar/15e224cd55918d1876693b8280954875?s=600&d=blank&r=g"},"isLoading":false,"link":"/author/blaberge"},"mesquinca":{"type":"authors","id":"11802","meta":{"index":"authors_1591205172","id":"11802","found":true},"name":"Maria Esquinca","firstName":"Maria","lastName":"Esquinca","slug":"mesquinca","email":"mesquinca@kqed.org","display_author_email":false,"staff_mastheads":[],"title":"Producer, The Bay","bio":"María Esquinca is a producer of The Bay. Before that, she was a New York Women’s Foundation IGNITE Fellow at Latino USA. She worked at Radio Bilingue where she covered the San Joaquin Valley. Maria has interned at WLRN, News 21, The New York Times Student Journalism Institute and at Crain’s Detroit Business as a Dow Jones News Fund Business Reporting Intern. She is an MFA graduate from the University of Miami. In 2017, she graduated from the Walter Cronkite School of Journalism and Mass Communication with a Master of Mass Communication. A fronteriza, she was born in Ciudad Juárez, Chihuahua, Mexico and grew up in El Paso, Texas.","avatar":"https://secure.gravatar.com/avatar/77cedba18aae91da775038ba06dcd8d0?s=600&d=blank&r=g","twitter":"@m_esquinca","facebook":null,"instagram":null,"linkedin":null,"sites":[{"site":"news","roles":["editor"]}],"headData":{"title":"Maria Esquinca | KQED","description":"Producer, The Bay","ogImgSrc":"https://secure.gravatar.com/avatar/77cedba18aae91da775038ba06dcd8d0?s=600&d=blank&r=g","twImgSrc":"https://secure.gravatar.com/avatar/77cedba18aae91da775038ba06dcd8d0?s=600&d=blank&r=g"},"isLoading":false,"link":"/author/mesquinca"},"sjohnson":{"type":"authors","id":"11840","meta":{"index":"authors_1591205172","id":"11840","found":true},"name":"Sydney Johnson","firstName":"Sydney","lastName":"Johnson","slug":"sjohnson","email":"sjohnson@kqed.org","display_author_email":false,"staff_mastheads":["news"],"title":"KQED Reporter","bio":"Sydney Johnson is a general assignment reporter at KQED. She previously reported on public health and city government at the San Francisco Examiner, and before that, she covered statewide education policy for EdSource. Her reporting has won multiple local, state and national awards. Sydney is a graduate of the University of California, Berkeley and lives in San Francisco.","avatar":"https://secure.gravatar.com/avatar/97855f2719b72ad6190b7c535fe642c8?s=600&d=blank&r=g","twitter":"sydneyfjohnson","facebook":null,"instagram":null,"linkedin":null,"sites":[{"site":"news","roles":["editor"]}],"headData":{"title":"Sydney Johnson | KQED","description":"KQED 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FM","link":"/"}},"news_11966517":{"type":"posts","id":"news_11966517","meta":{"index":"posts_1591205157","site":"news","id":"11966517","score":null,"sort":[1699473647000]},"guestAuthors":[],"slug":"sf-taxi-drivers-are-still-waiting-for-loan-relief-for-their-city-purchased-medallions","title":"SF Taxi Drivers Are Still Waiting for Loan Relief for Their City-Purchased Medallions","publishDate":1699473647,"format":"standard","headTitle":"SF Taxi Drivers Are Still Waiting for Loan Relief for Their City-Purchased Medallions | KQED","labelTerm":{"site":"news"},"content":"\u003cp>When Uber and Lyft elbowed their way into the cab business back in the mid-2000s, taxi drivers fought back and demanded debt relief from the cities that sold them cab permits, known as medallions, for hundreds of thousands of dollars.\u003c/p>\n\u003cp>The new “ride-sharing” apps, which weren’t required to buy medallions, drove down business for taxi drivers — and those drivers wanted and needed restitution from the city.\u003c/p>\n\u003cp>[pullquote size=\"medium\" align=\"right\" citation=\"Ali Asghar, taxi driver\"]‘Since these apps came, and now that driverless apps are here, who’s going to help us?’[/pullquote]Today, taxi drivers — many of whom are immigrants and people of color — \u003ca href=\"https://www.kqed.org/news/11798851/s-f-taxi-drivers-say-the-medallion-crisis-is-killing-them-literally\">are still awaiting relief\u003c/a> to pay off loans for their taxi medallions that the city sold to hundreds of drivers starting in 2010.\u003c/p>\n\u003cp>At the same time, another threat to San Francisco’s cab business looms: \u003ca href=\"https://www.kqed.org/news/11957833/are-you-ready-for-more-driverless-taxis-cpuc-votes-on-whether-to-let-cruise-waymo-expand-in-sf\">robotaxis\u003c/a>.\u003c/p>\n\u003cp>Six days a week, Ali Asghar wakes up and commutes from Richmond to the San Francisco International Airport. Each time, he’ll clock in through an app, placing him in a queue of taxi drivers waiting their turn to pick up a passenger from SFO.\u003c/p>\n\u003cfigure id=\"attachment_11966654\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/230930-TaxiDriver-02-BL.jpg\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"wp-image-11966654 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/230930-TaxiDriver-02-BL.jpg\" alt=\"A man stands in front of a vehicle with the hood open while holding a long, thin piece of metal to test the level of oil.\" width=\"1920\" height=\"1280\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/230930-TaxiDriver-02-BL.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/230930-TaxiDriver-02-BL-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/230930-TaxiDriver-02-BL-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/230930-TaxiDriver-02-BL-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/230930-TaxiDriver-02-BL-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Ali Asghar checks his oil outside his home in Richmond on Sept. 30, 2023. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_11966658\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/230921-TaxiDriver-Diptych-01.jpg\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"wp-image-11966658 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/230921-TaxiDriver-Diptych-01.jpg\" alt=\"Left: A man holds a phone that displays the number '133' while sitting in the driver's seat of a vehicle. Right: A man waves at a taxi while walking through a parking lot.\" width=\"1920\" height=\"636\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/230921-TaxiDriver-Diptych-01.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/230921-TaxiDriver-Diptych-01-800x265.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/230921-TaxiDriver-Diptych-01-1020x338.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/230921-TaxiDriver-Diptych-01-160x53.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/230921-TaxiDriver-Diptych-01-1536x509.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Left: Asghar checks his number in line, which is currently at 133, at the taxi staging lot outside San Francisco International Airport on Sept. 21, 2023. He often waits several hours at this lot for his turn in line to pick up a passenger at the airport. Right: Asghar waves to a friend in their vehicle while walking around the taxi staging lot. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>On a recent weekday morning, he logged in at 7 a.m. and already there were 106 drivers ahead of him, meaning he’d likely have to wait two or three hours before he could pull around and pick up an airport passenger.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>While waiting, Ali and the other SFO taxi drivers often hang out in a nearby parking lot, passing hours with card games, snacks and cigarettes. But they’d all prefer to be on the road earning money.\u003c/p>\n\u003cp>“We’re very lucky to make three trips in a day now,” Asghar said one morning from the taxi lot at SFO.\u003c/p>\n\u003cfigure id=\"attachment_11966659\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/230921-TaxiDriver-08-BL.jpg\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"wp-image-11966659 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/230921-TaxiDriver-08-BL.jpg\" alt=\"A man talks to another person in a parking lot as the sun sets.\" width=\"1920\" height=\"1280\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/230921-TaxiDriver-08-BL.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/230921-TaxiDriver-08-BL-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/230921-TaxiDriver-08-BL-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/230921-TaxiDriver-08-BL-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/230921-TaxiDriver-08-BL-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Asghar talks to a fellow driver at the taxi staging lot. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In 2010, former San Francisco mayor Gavin Newsom brought the medallion model to San Francisco, which had been used in places like New York City and Chicago. The idea would be to have the city sell the medallions to cab drivers, streamlining the city’s free but long waitlist-based process to get a cab permit while also boosting the city’s budget. San Francisco Credit Union stepped in as the lender to help drivers purchase the medallions.\u003c/p>\n\u003cp>[aside postID=\"news_11957833,news_11798851,news_11965752\" label=\"Related Stories\"]At the time, around 700 taxi drivers bought the medallions at $250,000 a piece, bringing in millions of dollars for the city. At first, the investment paid off for many drivers, who could make back the money and even lease out their medallion to other cab drivers to retire.\u003c/p>\n\u003cp>“It used to be that you work hard, you help serve the city, and then you’re rewarded. And back then, we were making money because there were no other apps around us,” said Asghar, originally from Pakistan. “The city said if it did not work out, [they’d] we’ll buy back the medallion.”\u003c/p>\n\u003cfigure id=\"attachment_11966660\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/230922-TaxiDriver-05-BL.jpg\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"wp-image-11966660 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/230922-TaxiDriver-05-BL.jpg\" alt=\"A yellow taxi sits in the foreground with red, yellow, and blue taxis sit in lanes in the background in an underground space.\" width=\"1920\" height=\"1280\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/230922-TaxiDriver-05-BL.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/230922-TaxiDriver-05-BL-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/230922-TaxiDriver-05-BL-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/230922-TaxiDriver-05-BL-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/230922-TaxiDriver-05-BL-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Taxi drivers fill a second taxi lot at San Francisco International Airport on Sept. 22, 2023. After waiting at the lot outside of the airport, drivers enter a second waiting area before being dispatched to the terminals to pick up passengers. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Before ride-hailing apps Uber and Lyft began offering cheaper ride options without being required by the city to purchase a medallion to operate, Asghar said he could get dozens of cab rides in a day.\u003c/p>\n\u003cp>Then, in 2018, the San Francisco Federal Credit Union \u003ca href=\"https://www.kqed.org/news/11659420/credit-union-is-suing-san-francisco-over-taxi-medallion-meltdown\">sued the city\u003c/a>, alleging that it broke its contract by failing to maintain a viable market for medallions.\u003c/p>\n\u003cp>Meanwhile, many Bay Area taxi drivers have defaulted on their medallion mortgages, and those who have not, struggle to stay afloat.\u003c/p>\n\u003cfigure id=\"attachment_11966661\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/012_SanFrancisco_TaxiDriverProtest_12072021-qut.jpg\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"wp-image-11966661 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/012_SanFrancisco_TaxiDriverProtest_12072021-qut.jpg\" alt=\"A view from a taxi window of six protesters holding signs.\" width=\"1920\" height=\"1280\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/012_SanFrancisco_TaxiDriverProtest_12072021-qut.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/012_SanFrancisco_TaxiDriverProtest_12072021-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/012_SanFrancisco_TaxiDriverProtest_12072021-qut-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/012_SanFrancisco_TaxiDriverProtest_12072021-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/012_SanFrancisco_TaxiDriverProtest_12072021-qut-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Taxi driver Ali Asghar (left) and his son, Ihsan, protest with other drivers outside City Hall in San Francisco on Dec. 7, 2021, to demand loan forgiveness on taxi medallions. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“Slowly, we lost our business. I didn’t know what to do. I have five kids, me and my wife,” Asghar said. “Since these apps came, and now that driverless apps are here, who’s going to help us?”\u003c/p>\n\u003cp>The city transit agency and the SF Credit Union are still in negotiations over loan forgiveness programs to this day.\u003c/p>\n\u003cp>“SFMTA is still considering all of its options in the course of the ongoing mediation with SFFCU and is not considering an approach outside of the mediation context at this time,” said Stephen Chun, a spokesperson for SFMTA, in an email.\u003c/p>\n\u003cp>When asked why San Francisco hasn’t been able to follow other cities in lowering medallion debt, Chun wrote that there are “differences in the medallion market and lending environment between SF and NY that make it difficult to develop a similar program.”\u003c/p>\n\u003cp>Asghar can’t simply switch over to Lyft or Uber or another competitor. He’s saddled with a $1,777 monthly loan payment to pay off the medallion, along with a $900 monthly fee to pay for the FlyWheel logo on his cab.\u003c/p>\n\u003cp>He estimates paying off the medallion will now take about 12 years if the rates of ridership don’t drop even further, as opposed to not having any mortgage for the permit before, and that’s only if he sticks with his 14-hours/day, six-days/week work schedule.\u003c/p>\n\u003cfigure id=\"attachment_11966662\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/230925-TaxiDriver-026-BL-qut.jpg\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"wp-image-11966662 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/230925-TaxiDriver-026-BL-qut.jpg\" alt=\"A man stands on a red prayer mat, hands held to his head, sandals on the pavement nearby. A red vehicle is parked to the left inside a fenced area in front of an airline building.\" width=\"1920\" height=\"1280\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/230925-TaxiDriver-026-BL-qut.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/230925-TaxiDriver-026-BL-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/230925-TaxiDriver-026-BL-qut-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/230925-TaxiDriver-026-BL-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/230925-TaxiDriver-026-BL-qut-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Asghar takes a moment to pray at the taxi staging lot on Sept. 25, 2023. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>As drivers continue to work to pay off their debt, the value of these once-coveted medallions has plummeted.\u003c/p>\n\u003cp>There were 848 medallions renewed for the 2023-24 fiscal year, compared with 1,329 in 2019-20, according to data from San Francisco Municipal Transportation Authority.\u003c/p>\n\u003cp>But no new medallion has been purchased in San Francisco since 2016.\u003c/p>\n\u003cp>Since 2019, the number of actual taxi drivers in San Francisco has dropped about 25%.\u003c/p>\n\u003cp>Any dreams Asghar had of passing down the medallion to his son have been ditched. Asghar, who has driven taxis in the Bay Area for 20 years, said he no longer sees a future for any of his five children in the industry.\u003c/p>\n\u003cfigure id=\"attachment_11966663\" class=\"wp-caption aligncenter\" style=\"max-width: 1723px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/230930-TaxiDriver-13-BL.jpg\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"wp-image-11966663 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/230930-TaxiDriver-13-BL.jpg\" alt=\"A teenager holds a young girl in the background while a man talks, out of focus, to someone outside of the frame.\" width=\"1723\" height=\"1148\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/230930-TaxiDriver-13-BL.jpg 1723w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/230930-TaxiDriver-13-BL-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/230930-TaxiDriver-13-BL-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/230930-TaxiDriver-13-BL-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/230930-TaxiDriver-13-BL-1536x1023.jpg 1536w\" sizes=\"(max-width: 1723px) 100vw, 1723px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Ali Asghar talks with a friend while his son Ihsan, 18, holds his youngest daughter Alishba, 7, outside their home in Richmond on Sept. 30, 2023. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_11966664\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/230930-TaxiDriver-Diptych-02.jpg\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"wp-image-11966664 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/230930-TaxiDriver-Diptych-02.jpg\" alt=\"Left: A man holds a young girl wearing a hijab on a suburban street. Right: A man washes the front of a vehicle while a young girl sprays water from a hose to remove the soap suds.\" width=\"1920\" height=\"636\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/230930-TaxiDriver-Diptych-02.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/230930-TaxiDriver-Diptych-02-800x265.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/230930-TaxiDriver-Diptych-02-1020x338.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/230930-TaxiDriver-Diptych-02-160x53.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/230930-TaxiDriver-Diptych-02-1536x509.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Left: Asghar holds his youngest daughter, Alishba, outside his home. Right: Asghar washes his daughter’s car, a former taxi of his, with his youngest daughter, Alishba. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Ihsan, Asghar’s 18-year-old son, works as an Amazon delivery driver at night when he’s not taking college classes. He’s working towards becoming a neurosonographer. But he also shares dreams with his father to spend more time together as a family.\u003c/p>\n\u003cp>“Nobody should have to work that much just to provide for your family. My dad used to take me on rides when I was younger, but I see how it is now. The medallion is over your head, so you can’t enjoy all these things,” said Ihsan. “If they just got some relief, we could spend more time together and make plans as a family.”\u003c/p>\n\u003cfigure id=\"attachment_11966665\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/230921-TaxiDriver-09-BL.jpg\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"wp-image-11966665 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/230921-TaxiDriver-09-BL.jpg\" alt=\"A man sits in the backseat of a vehicle with a beam of sunset light highlighting a portion of his face.\" width=\"1920\" height=\"1280\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/230921-TaxiDriver-09-BL.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/230921-TaxiDriver-09-BL-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/230921-TaxiDriver-09-BL-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/230921-TaxiDriver-09-BL-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/230921-TaxiDriver-09-BL-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Asghar rests in his taxi as the sun goes down at the taxi staging lot. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Today, San Francisco is the world’s testing ground for driverless taxis, which have already seen \u003ca href=\"https://www.kqed.org/news/11965752/cruise-suspends-driverless-robotaxi-service-nationwide\">their share of ups and downs\u003c/a>.\u003c/p>\n\u003cp>Asghar was actually working, he said, when he witnessed a high-profile driverless vehicle accident recently in San Francisco, where a pedestrian was hit by a regular car and thrown in front of a Cruise robotaxi, which then dragged the victim several feet forward in the street.\u003c/p>\n\u003cp>It was the type of scenario that members of the San Francisco Taxi Workers Alliance were calling attention to during a protest this summer outside the headquarters of the California Public Utilities Commission. In June, CPUC voted to allow Cruise and Waymo to add as many driverless taxis in the city as they want.\u003c/p>\n\u003cfigure id=\"attachment_11966666\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/230921-TaxiDriver-10-BL.jpg\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"wp-image-11966666 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/230921-TaxiDriver-10-BL.jpg\" alt=\"A white driverless vehicle drives on a city street.\" width=\"1920\" height=\"1280\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/230921-TaxiDriver-10-BL.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/230921-TaxiDriver-10-BL-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/230921-TaxiDriver-10-BL-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/230921-TaxiDriver-10-BL-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/230921-TaxiDriver-10-BL-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A Waymo vehicle drives through Downtown San Francisco on Nov. 2, 2023. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Since the accident, the California DMV and CPUC have called on Cruise to suspend its robotaxi service, and the company has temporarily pulled all of its vehicles off the road nationwide.\u003c/p>\n\u003cp>But other autonomous vehicle companies, like Waymo and Zoox, have kept their fleets running in San Francisco.\u003c/p>\n\u003cp>San Francisco has not yet agreed to permit robotaxi company Waymo to operate out of San Francisco International Airport, where Ali typically works. But conversations about airport access are underway between the company and city officials, and Waymo has already started doing pickups and dropoffs from the airport in Phoenix, Arizona.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>“We need our city to figure this out,” Asghar said. “We need some relief and a fair income to feed our families. Everyone knows what’s going on, we are crying and begging.”\u003c/p>\n\n","blocks":[],"excerpt":"San Francisco taxi drivers hang in limbo as mediation between the city and its credit union continues.","status":"publish","parent":0,"modified":1699474957,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":36,"wordCount":1629},"headData":{"title":"SF Taxi Drivers Are Still Waiting for Loan Relief for Their City-Purchased Medallions | KQED","description":"San Francisco taxi drivers hang in limbo as mediation between the city and its credit union continues.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"NewsArticle","headline":"SF Taxi Drivers Are Still Waiting for Loan Relief for Their City-Purchased Medallions","datePublished":"2023-11-08T20:00:47.000Z","dateModified":"2023-11-08T20:22:37.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png","isAccessibleForFree":"Y","publisher":{"@type":"NewsMediaOrganization","@id":"https://www.kqed.org/#organization","name":"KQED","url":"https://www.kqed.org","logo":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}}},"excludeFromSiteSearch":"Include","articleAge":"0","path":"/news/11966517/sf-taxi-drivers-are-still-waiting-for-loan-relief-for-their-city-purchased-medallions","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>When Uber and Lyft elbowed their way into the cab business back in the mid-2000s, taxi drivers fought back and demanded debt relief from the cities that sold them cab permits, known as medallions, for hundreds of thousands of dollars.\u003c/p>\n\u003cp>The new “ride-sharing” apps, which weren’t required to buy medallions, drove down business for taxi drivers — and those drivers wanted and needed restitution from the city.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"‘Since these apps came, and now that driverless apps are here, who’s going to help us?’","name":"pullquote","attributes":{"named":{"size":"medium","align":"right","citation":"Ali Asghar, taxi driver","label":""},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>Today, taxi drivers — many of whom are immigrants and people of color — \u003ca href=\"https://www.kqed.org/news/11798851/s-f-taxi-drivers-say-the-medallion-crisis-is-killing-them-literally\">are still awaiting relief\u003c/a> to pay off loans for their taxi medallions that the city sold to hundreds of drivers starting in 2010.\u003c/p>\n\u003cp>At the same time, another threat to San Francisco’s cab business looms: \u003ca href=\"https://www.kqed.org/news/11957833/are-you-ready-for-more-driverless-taxis-cpuc-votes-on-whether-to-let-cruise-waymo-expand-in-sf\">robotaxis\u003c/a>.\u003c/p>\n\u003cp>Six days a week, Ali Asghar wakes up and commutes from Richmond to the San Francisco International Airport. Each time, he’ll clock in through an app, placing him in a queue of taxi drivers waiting their turn to pick up a passenger from SFO.\u003c/p>\n\u003cfigure id=\"attachment_11966654\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/230930-TaxiDriver-02-BL.jpg\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"wp-image-11966654 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/230930-TaxiDriver-02-BL.jpg\" alt=\"A man stands in front of a vehicle with the hood open while holding a long, thin piece of metal to test the level of oil.\" width=\"1920\" height=\"1280\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/230930-TaxiDriver-02-BL.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/230930-TaxiDriver-02-BL-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/230930-TaxiDriver-02-BL-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/230930-TaxiDriver-02-BL-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/230930-TaxiDriver-02-BL-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Ali Asghar checks his oil outside his home in Richmond on Sept. 30, 2023. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_11966658\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/230921-TaxiDriver-Diptych-01.jpg\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"wp-image-11966658 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/230921-TaxiDriver-Diptych-01.jpg\" alt=\"Left: A man holds a phone that displays the number '133' while sitting in the driver's seat of a vehicle. Right: A man waves at a taxi while walking through a parking lot.\" width=\"1920\" height=\"636\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/230921-TaxiDriver-Diptych-01.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/230921-TaxiDriver-Diptych-01-800x265.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/230921-TaxiDriver-Diptych-01-1020x338.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/230921-TaxiDriver-Diptych-01-160x53.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/230921-TaxiDriver-Diptych-01-1536x509.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Left: Asghar checks his number in line, which is currently at 133, at the taxi staging lot outside San Francisco International Airport on Sept. 21, 2023. He often waits several hours at this lot for his turn in line to pick up a passenger at the airport. Right: Asghar waves to a friend in their vehicle while walking around the taxi staging lot. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>On a recent weekday morning, he logged in at 7 a.m. and already there were 106 drivers ahead of him, meaning he’d likely have to wait two or three hours before he could pull around and pick up an airport passenger.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>While waiting, Ali and the other SFO taxi drivers often hang out in a nearby parking lot, passing hours with card games, snacks and cigarettes. But they’d all prefer to be on the road earning money.\u003c/p>\n\u003cp>“We’re very lucky to make three trips in a day now,” Asghar said one morning from the taxi lot at SFO.\u003c/p>\n\u003cfigure id=\"attachment_11966659\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/230921-TaxiDriver-08-BL.jpg\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"wp-image-11966659 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/230921-TaxiDriver-08-BL.jpg\" alt=\"A man talks to another person in a parking lot as the sun sets.\" width=\"1920\" height=\"1280\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/230921-TaxiDriver-08-BL.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/230921-TaxiDriver-08-BL-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/230921-TaxiDriver-08-BL-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/230921-TaxiDriver-08-BL-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/230921-TaxiDriver-08-BL-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Asghar talks to a fellow driver at the taxi staging lot. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In 2010, former San Francisco mayor Gavin Newsom brought the medallion model to San Francisco, which had been used in places like New York City and Chicago. The idea would be to have the city sell the medallions to cab drivers, streamlining the city’s free but long waitlist-based process to get a cab permit while also boosting the city’s budget. San Francisco Credit Union stepped in as the lender to help drivers purchase the medallions.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"aside","attributes":{"named":{"postid":"news_11957833,news_11798851,news_11965752","label":"Related Stories "},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>At the time, around 700 taxi drivers bought the medallions at $250,000 a piece, bringing in millions of dollars for the city. At first, the investment paid off for many drivers, who could make back the money and even lease out their medallion to other cab drivers to retire.\u003c/p>\n\u003cp>“It used to be that you work hard, you help serve the city, and then you’re rewarded. And back then, we were making money because there were no other apps around us,” said Asghar, originally from Pakistan. “The city said if it did not work out, [they’d] we’ll buy back the medallion.”\u003c/p>\n\u003cfigure id=\"attachment_11966660\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/230922-TaxiDriver-05-BL.jpg\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"wp-image-11966660 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/230922-TaxiDriver-05-BL.jpg\" alt=\"A yellow taxi sits in the foreground with red, yellow, and blue taxis sit in lanes in the background in an underground space.\" width=\"1920\" height=\"1280\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/230922-TaxiDriver-05-BL.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/230922-TaxiDriver-05-BL-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/230922-TaxiDriver-05-BL-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/230922-TaxiDriver-05-BL-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/230922-TaxiDriver-05-BL-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Taxi drivers fill a second taxi lot at San Francisco International Airport on Sept. 22, 2023. After waiting at the lot outside of the airport, drivers enter a second waiting area before being dispatched to the terminals to pick up passengers. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Before ride-hailing apps Uber and Lyft began offering cheaper ride options without being required by the city to purchase a medallion to operate, Asghar said he could get dozens of cab rides in a day.\u003c/p>\n\u003cp>Then, in 2018, the San Francisco Federal Credit Union \u003ca href=\"https://www.kqed.org/news/11659420/credit-union-is-suing-san-francisco-over-taxi-medallion-meltdown\">sued the city\u003c/a>, alleging that it broke its contract by failing to maintain a viable market for medallions.\u003c/p>\n\u003cp>Meanwhile, many Bay Area taxi drivers have defaulted on their medallion mortgages, and those who have not, struggle to stay afloat.\u003c/p>\n\u003cfigure id=\"attachment_11966661\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/012_SanFrancisco_TaxiDriverProtest_12072021-qut.jpg\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"wp-image-11966661 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/012_SanFrancisco_TaxiDriverProtest_12072021-qut.jpg\" alt=\"A view from a taxi window of six protesters holding signs.\" width=\"1920\" height=\"1280\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/012_SanFrancisco_TaxiDriverProtest_12072021-qut.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/012_SanFrancisco_TaxiDriverProtest_12072021-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/012_SanFrancisco_TaxiDriverProtest_12072021-qut-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/012_SanFrancisco_TaxiDriverProtest_12072021-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/012_SanFrancisco_TaxiDriverProtest_12072021-qut-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Taxi driver Ali Asghar (left) and his son, Ihsan, protest with other drivers outside City Hall in San Francisco on Dec. 7, 2021, to demand loan forgiveness on taxi medallions. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“Slowly, we lost our business. I didn’t know what to do. I have five kids, me and my wife,” Asghar said. “Since these apps came, and now that driverless apps are here, who’s going to help us?”\u003c/p>\n\u003cp>The city transit agency and the SF Credit Union are still in negotiations over loan forgiveness programs to this day.\u003c/p>\n\u003cp>“SFMTA is still considering all of its options in the course of the ongoing mediation with SFFCU and is not considering an approach outside of the mediation context at this time,” said Stephen Chun, a spokesperson for SFMTA, in an email.\u003c/p>\n\u003cp>When asked why San Francisco hasn’t been able to follow other cities in lowering medallion debt, Chun wrote that there are “differences in the medallion market and lending environment between SF and NY that make it difficult to develop a similar program.”\u003c/p>\n\u003cp>Asghar can’t simply switch over to Lyft or Uber or another competitor. He’s saddled with a $1,777 monthly loan payment to pay off the medallion, along with a $900 monthly fee to pay for the FlyWheel logo on his cab.\u003c/p>\n\u003cp>He estimates paying off the medallion will now take about 12 years if the rates of ridership don’t drop even further, as opposed to not having any mortgage for the permit before, and that’s only if he sticks with his 14-hours/day, six-days/week work schedule.\u003c/p>\n\u003cfigure id=\"attachment_11966662\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/230925-TaxiDriver-026-BL-qut.jpg\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"wp-image-11966662 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/230925-TaxiDriver-026-BL-qut.jpg\" alt=\"A man stands on a red prayer mat, hands held to his head, sandals on the pavement nearby. A red vehicle is parked to the left inside a fenced area in front of an airline building.\" width=\"1920\" height=\"1280\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/230925-TaxiDriver-026-BL-qut.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/230925-TaxiDriver-026-BL-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/230925-TaxiDriver-026-BL-qut-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/230925-TaxiDriver-026-BL-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/230925-TaxiDriver-026-BL-qut-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Asghar takes a moment to pray at the taxi staging lot on Sept. 25, 2023. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>As drivers continue to work to pay off their debt, the value of these once-coveted medallions has plummeted.\u003c/p>\n\u003cp>There were 848 medallions renewed for the 2023-24 fiscal year, compared with 1,329 in 2019-20, according to data from San Francisco Municipal Transportation Authority.\u003c/p>\n\u003cp>But no new medallion has been purchased in San Francisco since 2016.\u003c/p>\n\u003cp>Since 2019, the number of actual taxi drivers in San Francisco has dropped about 25%.\u003c/p>\n\u003cp>Any dreams Asghar had of passing down the medallion to his son have been ditched. Asghar, who has driven taxis in the Bay Area for 20 years, said he no longer sees a future for any of his five children in the industry.\u003c/p>\n\u003cfigure id=\"attachment_11966663\" class=\"wp-caption aligncenter\" style=\"max-width: 1723px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/230930-TaxiDriver-13-BL.jpg\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"wp-image-11966663 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/230930-TaxiDriver-13-BL.jpg\" alt=\"A teenager holds a young girl in the background while a man talks, out of focus, to someone outside of the frame.\" width=\"1723\" height=\"1148\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/230930-TaxiDriver-13-BL.jpg 1723w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/230930-TaxiDriver-13-BL-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/230930-TaxiDriver-13-BL-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/230930-TaxiDriver-13-BL-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/230930-TaxiDriver-13-BL-1536x1023.jpg 1536w\" sizes=\"(max-width: 1723px) 100vw, 1723px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Ali Asghar talks with a friend while his son Ihsan, 18, holds his youngest daughter Alishba, 7, outside their home in Richmond on Sept. 30, 2023. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_11966664\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/230930-TaxiDriver-Diptych-02.jpg\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"wp-image-11966664 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/230930-TaxiDriver-Diptych-02.jpg\" alt=\"Left: A man holds a young girl wearing a hijab on a suburban street. Right: A man washes the front of a vehicle while a young girl sprays water from a hose to remove the soap suds.\" width=\"1920\" height=\"636\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/230930-TaxiDriver-Diptych-02.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/230930-TaxiDriver-Diptych-02-800x265.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/230930-TaxiDriver-Diptych-02-1020x338.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/230930-TaxiDriver-Diptych-02-160x53.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/230930-TaxiDriver-Diptych-02-1536x509.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Left: Asghar holds his youngest daughter, Alishba, outside his home. Right: Asghar washes his daughter’s car, a former taxi of his, with his youngest daughter, Alishba. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Ihsan, Asghar’s 18-year-old son, works as an Amazon delivery driver at night when he’s not taking college classes. He’s working towards becoming a neurosonographer. But he also shares dreams with his father to spend more time together as a family.\u003c/p>\n\u003cp>“Nobody should have to work that much just to provide for your family. My dad used to take me on rides when I was younger, but I see how it is now. The medallion is over your head, so you can’t enjoy all these things,” said Ihsan. “If they just got some relief, we could spend more time together and make plans as a family.”\u003c/p>\n\u003cfigure id=\"attachment_11966665\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/230921-TaxiDriver-09-BL.jpg\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"wp-image-11966665 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/230921-TaxiDriver-09-BL.jpg\" alt=\"A man sits in the backseat of a vehicle with a beam of sunset light highlighting a portion of his face.\" width=\"1920\" height=\"1280\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/230921-TaxiDriver-09-BL.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/230921-TaxiDriver-09-BL-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/230921-TaxiDriver-09-BL-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/230921-TaxiDriver-09-BL-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/230921-TaxiDriver-09-BL-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Asghar rests in his taxi as the sun goes down at the taxi staging lot. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Today, San Francisco is the world’s testing ground for driverless taxis, which have already seen \u003ca href=\"https://www.kqed.org/news/11965752/cruise-suspends-driverless-robotaxi-service-nationwide\">their share of ups and downs\u003c/a>.\u003c/p>\n\u003cp>Asghar was actually working, he said, when he witnessed a high-profile driverless vehicle accident recently in San Francisco, where a pedestrian was hit by a regular car and thrown in front of a Cruise robotaxi, which then dragged the victim several feet forward in the street.\u003c/p>\n\u003cp>It was the type of scenario that members of the San Francisco Taxi Workers Alliance were calling attention to during a protest this summer outside the headquarters of the California Public Utilities Commission. In June, CPUC voted to allow Cruise and Waymo to add as many driverless taxis in the city as they want.\u003c/p>\n\u003cfigure id=\"attachment_11966666\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/230921-TaxiDriver-10-BL.jpg\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"wp-image-11966666 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/230921-TaxiDriver-10-BL.jpg\" alt=\"A white driverless vehicle drives on a city street.\" width=\"1920\" height=\"1280\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/230921-TaxiDriver-10-BL.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/230921-TaxiDriver-10-BL-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/230921-TaxiDriver-10-BL-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/230921-TaxiDriver-10-BL-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/230921-TaxiDriver-10-BL-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A Waymo vehicle drives through Downtown San Francisco on Nov. 2, 2023. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Since the accident, the California DMV and CPUC have called on Cruise to suspend its robotaxi service, and the company has temporarily pulled all of its vehicles off the road nationwide.\u003c/p>\n\u003cp>But other autonomous vehicle companies, like Waymo and Zoox, have kept their fleets running in San Francisco.\u003c/p>\n\u003cp>San Francisco has not yet agreed to permit robotaxi company Waymo to operate out of San Francisco International Airport, where Ali typically works. But conversations about airport access are underway between the company and city officials, and Waymo has already started doing pickups and dropoffs from the airport in Phoenix, Arizona.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"floatright"},"numeric":["floatright"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“We need our city to figure this out,” Asghar said. “We need some relief and a fair income to feed our families. Everyone knows what’s going on, we are crying and begging.”\u003c/p>\n\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/news/11966517/sf-taxi-drivers-are-still-waiting-for-loan-relief-for-their-city-purchased-medallions","authors":["11840","11667"],"categories":["news_8"],"tags":["news_27626","news_38","news_4940","news_22620","news_29950","news_2024"],"featImg":"news_11966653","label":"news"},"news_11910924":{"type":"posts","id":"news_11910924","meta":{"index":"posts_1591205157","site":"news","id":"11910924","score":null,"sort":[1649844004000]},"guestAuthors":[],"slug":"why-does-uber-team-taxis","title":"Why Does Uber Want to Team Up with Taxis?","publishDate":1649844004,"format":"audio","headTitle":"Why Does Uber Want to Team Up with Taxis? | KQED","labelTerm":{},"content":"\u003cp>\u003cspan style=\"font-weight: 400\">The rise of Uber in San Francisco nearly a decade ago marked the beginning of the end for much of the taxi industry. Taxi companies went bankrupt and drivers struggled to pay off their medallions, pushing many of them into debt. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">But now, Uber sees an opportunity in the same industry it nearly destroyed. Uber has struck a deal with taxi hailing apps in San Francisco and New York that will allow riders to hail taxis through Uber’s app. Some taxi drivers see an opportunity to boost their pay; others are skeptical that the company can be trusted. So what’s really in it for Uber?\u003c/span>\u003c/p>\n\u003cp>\u003cb>Guest: \u003c/b>\u003cspan style=\"font-weight: 400\">\u003ca href=\"https://twitter.com/levisu\">Levi Sumagaysay\u003c/a>, Marketwatch senior reporter \u003c/span>\u003c/p>\n\u003cdiv class=\"card card--enclosed grey\">\n\u003cp id=\"embed-code\" class=\"inconsolata\">\n\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" frameborder=\"0\" height=\"200\" scrolling=\"no\" src=\"https://playlist.megaphone.fm?e=KQINC3928028242&light=true\" width=\"100%\" class=\"iframe-class\">\u003c/iframe>\n\u003c/p>\n\u003c/div>\n\u003cp>\u003ca href=\"https://bit.ly/3vks5qo\">Episode transcript\u003c/a>\u003c/p>\n\u003cp>\u003cb>Recommended listening and reading:\u003c/b>\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://www.kqed.org/news/11651103/the-human-cost-of-uber-and-lyft-life-in-the-dying-taxi-industry\" target=\"_blank\" rel=\"noopener noreferrer\">\u003cb>The Human Cost of Uber and Lyft: Life in the Dying Taxi Industry\u003c/b>\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.kqed.org/news/11798851/s-f-taxi-drivers-say-the-medallion-crisis-is-killing-them-literally\" target=\"_blank\" rel=\"noopener noreferrer\">\u003cb>SF Taxi Drivers Say the Medallion Crisis Is Killing Them, Literally\u003c/b>\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.marketwatch.com/story/theres-a-lot-of-suspicion-about-whats-uber-really-up-to-uber-is-bringing-taxicabs-onto-its-platform-heres-how-it-will-work-11649271883?mod=levi-sumagaysay\" target=\"_blank\" rel=\"noopener noreferrer\">\u003cb>‘There’s a lot\u003c/b> of\u003cb> suspicion about what’s Uber really up to’ — Uber is bringing taxicabs onto its platform, here’s how it will work\u003c/b>\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp> \u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n","blocks":[],"excerpt":null,"status":"publish","parent":0,"modified":1700690660,"stats":{"hasAudio":true,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":7,"wordCount":182},"headData":{"title":"Why Does Uber Want to Team Up with Taxis? | KQED","description":"The rise of Uber in San Francisco nearly a decade ago marked the beginning of the end for much of the taxi industry. Taxi companies went bankrupt and drivers struggled to pay off their medallions, pushing many of them into debt. But now, Uber sees an opportunity in the same industry it nearly destroyed. Uber","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"NewsArticle","headline":"Why Does Uber Want to Team Up with Taxis?","datePublished":"2022-04-13T10:00:04.000Z","dateModified":"2023-11-22T22:04:20.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png","isAccessibleForFree":"Y","publisher":{"@type":"NewsMediaOrganization","@id":"https://www.kqed.org/#organization","name":"KQED","url":"https://www.kqed.org","logo":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}}},"source":"The Bay","sourceUrl":"https://www.kqed.org/podcasts/thebay","audioUrl":"https://www.podtrac.com/pts/redirect.mp3/traffic.megaphone.fm/KQINC3928028242.mp3?updated=1649806974","excludeFromSiteSearch":"Include","path":"/news/11910924/why-does-uber-team-taxis","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cspan style=\"font-weight: 400\">The rise of Uber in San Francisco nearly a decade ago marked the beginning of the end for much of the taxi industry. Taxi companies went bankrupt and drivers struggled to pay off their medallions, pushing many of them into debt. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">But now, Uber sees an opportunity in the same industry it nearly destroyed. Uber has struck a deal with taxi hailing apps in San Francisco and New York that will allow riders to hail taxis through Uber’s app. Some taxi drivers see an opportunity to boost their pay; others are skeptical that the company can be trusted. So what’s really in it for Uber?\u003c/span>\u003c/p>\n\u003cp>\u003cb>Guest: \u003c/b>\u003cspan style=\"font-weight: 400\">\u003ca href=\"https://twitter.com/levisu\">Levi Sumagaysay\u003c/a>, Marketwatch senior reporter \u003c/span>\u003c/p>\n\u003cdiv class=\"card card--enclosed grey\">\n\u003cp id=\"embed-code\" class=\"inconsolata\">\n\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" frameborder=\"0\" height=\"200\" scrolling=\"no\" src=\"https://playlist.megaphone.fm?e=KQINC3928028242&light=true\" width=\"100%\" class=\"iframe-class\">\u003c/iframe>\n\u003c/p>\n\u003c/div>\n\u003cp>\u003ca href=\"https://bit.ly/3vks5qo\">Episode transcript\u003c/a>\u003c/p>\n\u003cp>\u003cb>Recommended listening and reading:\u003c/b>\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://www.kqed.org/news/11651103/the-human-cost-of-uber-and-lyft-life-in-the-dying-taxi-industry\" target=\"_blank\" rel=\"noopener noreferrer\">\u003cb>The Human Cost of Uber and Lyft: Life in the Dying Taxi Industry\u003c/b>\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.kqed.org/news/11798851/s-f-taxi-drivers-say-the-medallion-crisis-is-killing-them-literally\" target=\"_blank\" rel=\"noopener noreferrer\">\u003cb>SF Taxi Drivers Say the Medallion Crisis Is Killing Them, Literally\u003c/b>\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.marketwatch.com/story/theres-a-lot-of-suspicion-about-whats-uber-really-up-to-uber-is-bringing-taxicabs-onto-its-platform-heres-how-it-will-work-11649271883?mod=levi-sumagaysay\" target=\"_blank\" rel=\"noopener noreferrer\">\u003cb>‘There’s a lot\u003c/b> of\u003cb> suspicion about what’s Uber really up to’ — Uber is bringing taxicabs onto its platform, here’s how it will work\u003c/b>\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp> \u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/news/11910924/why-does-uber-team-taxis","authors":["8654","11802","11649"],"programs":["news_28779"],"categories":["news_8","news_33520"],"tags":["news_4940","news_353","news_22598","news_4523"],"featImg":"news_11910931","label":"source_news_11910924"},"news_11803400":{"type":"posts","id":"news_11803400","meta":{"index":"posts_1591205157","site":"news","id":"11803400","score":null,"sort":[1582753902000]},"guestAuthors":[],"slug":"sf-taxi-drivers-who-go-every-week-to-city-hall-buy-back-our-medallions","title":"SF Taxi Drivers Who Go Every Week to City Hall: 'Buy Back Our Medallions'","publishDate":1582753902,"format":"standard","headTitle":"The California Report | KQED News","labelTerm":{},"content":"\u003cp>Every Tuesday at around 3 p.m., taxi drivers start filing into San Francisco City Hall. On a recent week in February, Matt Sutter is the first one to arrive.\u003c/p>\n\u003cp>Sutter is wearing track pants and a large, faded, gray T-shirt with a Chevy logo. He’s a core member of the Tuesday crew.\u003c/p>\n\u003cp>This group of about 10 drivers has been coming to City Hall weekly for almost three years to speak in the public comment section of the Board of Supervisors meeting. They have one mission: to get the city to buy back their $250,000 taxi medallions.\u003c/p>\n\u003cp>The city started selling medallions to drivers back in 2010, around the same time as the appearance of Lyft and Uber. Now drivers are struggling to make minimum wage, let alone pay down the loans on their medallions. They’re being crushed by the debt. Some have even \u003ca href=\"https://www.kqed.org/news/11798851/s-f-taxi-drivers-say-the-medallion-crisis-is-killing-them-literally\">died of stress-related illnesses\u003c/a>.\u003c/p>\n\u003cfigure id=\"attachment_11803475\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003cimg class=\"size-full wp-image-11803475\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/02/RS41225_002_KQED_TaxiDriversSFO_02062020_1610-qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2020/02/RS41225_002_KQED_TaxiDriversSFO_02062020_1610-qut.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2020/02/RS41225_002_KQED_TaxiDriversSFO_02062020_1610-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2020/02/RS41225_002_KQED_TaxiDriversSFO_02062020_1610-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2020/02/RS41225_002_KQED_TaxiDriversSFO_02062020_1610-qut-1020x680.jpg 1020w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Bhupinder Singh, a taxi driver for the past 20 years, at San Francisco International Airport on Feb. 6, 2020. He has driven from Chico to SFO for the past 8 years to find passengers. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>At 4 p.m., the drivers enter City Hall. They walk under the building’s large central dome, past couples taking wedding photographs and up the long flight of stairs. At the top, they peak into the Board of Supervisors room.\u003c/p>\n\u003cp>It’s packed with people. That’s not good — a busy room means a long agenda, and that means drivers will wait hours for the public comment period.\u003c/p>\n\u003cp>[pullquote size=\"medium\" align=\"right\" citation=\"Matt Sutter, San Francisco taxi driver\"]'I hope you make the right decision by giving us back our money. That’s hard-earned family money.'[/pullquote]\u003c/p>\n\u003cp>The drivers finally get their chance to speak around 6:30 p.m. Each driver has just two minutes at the microphone to tell their story. One by one, they approach the podium.\u003c/p>\n\u003cp>“I hope you make the right decision by giving us back our money,” Sutter tells them. “That’s hard-earned family money.”\u003c/p>\n\u003cp>Harjeet Gargaria, another driver, says, “I don’t know if it’s because I look different — I look black, brown or whatever — but no one want to help us.”\u003c/p>\n\u003cp>Namdev Sharma is next. He wears a neatly pressed shirt tucked into a pair of slacks. It’s the outfit he always wears on City Hall days. His English isn’t perfect, and he has a few pages of handwritten notes. He carefully puts them on the lectern. But once he starts, he doesn’t even look at them.\u003c/p>\n\u003cp>“You must not forget us,” he says. “It is unfair. You must think. You must heed our voice. You putted us to a dying situation. You have power to create destiny of us.”\u003c/p>\n\u003cfigure id=\"attachment_11803474\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003cimg class=\"size-full wp-image-11803474\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/02/RS41047_033_KQED_TaxiDriversSFO_01302020_0097-qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2020/02/RS41047_033_KQED_TaxiDriversSFO_01302020_0097-qut.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2020/02/RS41047_033_KQED_TaxiDriversSFO_01302020_0097-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2020/02/RS41047_033_KQED_TaxiDriversSFO_01302020_0097-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2020/02/RS41047_033_KQED_TaxiDriversSFO_01302020_0097-qut-1020x680.jpg 1020w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Taxis fill the lower level of the short term parking garage as they wait to pick up passengers at San Francisco International Airport (SFO) on Jan. 30, 2020. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>It’s estimated that it would take the city $160 million to buy back the medallions. New York City is already beginning a debt relief program for its drivers.\u003c/p>\n\u003cp>So, what could be done here in San Francisco?\u003c/p>\n\u003cp>First, there’s the San Francisco Municipal Transportation Agency. The agency could potentially issue a bond to buy back the medallions. It has had the power to do so since voters approved Proposition A in 2007, but the SFMTA isn’t currently pursuing this route. If it did, it would need approval from the Board of Supervisors.\u003c/p>\n\u003cp>Another option is for the supervisors to fund a buyback program from the city budget.\u003c/p>\n\u003cp>Supervisor Dean Preston says something needs to be done.\u003c/p>\n\u003cp>“I think the city definitely owes a debt to the cab drivers who played by the rules for years, and then find themselves in financial dire straits through no fault of their own,\" Preston said.\u003c/p>\n\u003cp>Preston isn’t the first supervisor to speak up. For the last two years, Supervisor Sandra Lee Fewer has argued that the whole medallion system is broken.\u003c/p>\n\u003cp>At a public meeting last June, Fewer said, “I personally don’t see any way out except to actually blow up the whole thing and redesign the whole thing over again.\"\u003c/p>\n\u003cp>She thinks San Francisco should come up with money to help the drivers out. “I just think the burden these people are living under is incredible,” she said.\u003c/p>\n\u003cfigure id=\"attachment_11803471\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003cimg class=\"size-full wp-image-11803471\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/02/RS41226_003_KQED_TaxiDriversSFO_02062020_1631-qut.jpg\" alt=\"taxi driver\" width=\"1920\" height=\"1280\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2020/02/RS41226_003_KQED_TaxiDriversSFO_02062020_1631-qut.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2020/02/RS41226_003_KQED_TaxiDriversSFO_02062020_1631-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2020/02/RS41226_003_KQED_TaxiDriversSFO_02062020_1631-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2020/02/RS41226_003_KQED_TaxiDriversSFO_02062020_1631-qut-1020x680.jpg 1020w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Taxi driver Ali Alikhani at San Francisco International Airport on Feb. 6, 2020. As of 11:45 a.m., he has only had one passenger since starting work at 7 a.m. that day. He said that being a taxi driver is not a healthy work situation — they often work over 12 hours. He said, \"Workers in factories have protections for work conditions. Taxi drivers don't have that. What kind of life is that? Is this America?\" \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Seven supervisors told KQED they support the city looking into debt relief. They include Preston, Fewer, Matt Haney, Aaron Peskin, Hillary Ronen, Catherine Stefani and Shamann Walton.\u003c/p>\n\u003cp>Supervisors Rafael Mandelman and Gordon Mar are undecided. Ahsha Safai and Norman Yee did not respond. Neither did Mayor London Breed.\u003c/p>\n\u003cp>[aside tag=\"taxi\" label=\"related coverage\"]\u003c/p>\n\u003cp>San Francisco mayors have played a significant role in the \u003ca href=\"https://www.kqed.org/news/11694401/san-francisco-made-millions-selling-taxi-medallions-now-drivers-are-paying-the-price\">medallion debt crisis\u003c/a>. In 2010, then-mayor Gavin Newsom directed the SFMTA to start selling the medallions. Then, Mayor Ed Lee abdicated responsibility for regulating Uber and Lyft to the state. Now, seven hundred drivers, mostly immigrants of color, are being crushed in an unlevel playing field, and Breed has been silent.\u003c/p>\n\u003cp>Breed has not responded to repeated requests from KQED for comment on this issue. These requests date back to when she first arrived in office in 2018. For this story, her press office said, “Due to Mayor Breed's busy schedule, she does not have a statement on this matter at this time.”\u003c/p>\n\u003cp>When the Board of Supervisors meeting is finally over at nearly 7 p.m., it has gotten dark and cold outside. Some of the drivers have long night shifts ahead of them.\u003c/p>\n\u003cp>Matt Sutter says he doesn’t know if what the drivers said at this particular meeting is going to have an impact, but he says at least they can leave knowing that they went in and tried to do something.\u003c/p>\n\u003cp>If nothing changes, he says, they’ll be back next week. He asks, “What other option do we have?”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n","blocks":[],"excerpt":"The group of about 10 drivers has one goal: to get the city to buy back the $250,000 medallions it sold to almost 700 drivers.","status":"publish","parent":0,"modified":1584742519,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":31,"wordCount":1125},"headData":{"title":"SF Taxi Drivers Who Go Every Week to City Hall: 'Buy Back Our Medallions' | KQED","description":"The group of about 10 drivers has one goal: to get the city to buy back the $250,000 medallions it sold to almost 700 drivers.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"NewsArticle","headline":"SF Taxi Drivers Who Go Every Week to City Hall: 'Buy Back Our Medallions'","datePublished":"2020-02-26T21:51:42.000Z","dateModified":"2020-03-20T22:15:19.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png","isAccessibleForFree":"Y","publisher":{"@type":"NewsMediaOrganization","@id":"https://www.kqed.org/#organization","name":"KQED","url":"https://www.kqed.org","logo":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}}},"disqusIdentifier":"11803400 https://ww2.kqed.org/news/?p=11803400","disqusUrl":"https://ww2.kqed.org/news/2020/02/26/sf-taxi-drivers-who-go-every-week-to-city-hall-buy-back-our-medallions/","disqusTitle":"SF Taxi Drivers Who Go Every Week to City Hall: 'Buy Back Our Medallions'","source":"News","sourceUrl":"https://www.kqed.org/news/","path":"/news/11803400/sf-taxi-drivers-who-go-every-week-to-city-hall-buy-back-our-medallions","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>Every Tuesday at around 3 p.m., taxi drivers start filing into San Francisco City Hall. On a recent week in February, Matt Sutter is the first one to arrive.\u003c/p>\n\u003cp>Sutter is wearing track pants and a large, faded, gray T-shirt with a Chevy logo. He’s a core member of the Tuesday crew.\u003c/p>\n\u003cp>This group of about 10 drivers has been coming to City Hall weekly for almost three years to speak in the public comment section of the Board of Supervisors meeting. They have one mission: to get the city to buy back their $250,000 taxi medallions.\u003c/p>\n\u003cp>The city started selling medallions to drivers back in 2010, around the same time as the appearance of Lyft and Uber. Now drivers are struggling to make minimum wage, let alone pay down the loans on their medallions. They’re being crushed by the debt. Some have even \u003ca href=\"https://www.kqed.org/news/11798851/s-f-taxi-drivers-say-the-medallion-crisis-is-killing-them-literally\">died of stress-related illnesses\u003c/a>.\u003c/p>\n\u003cfigure id=\"attachment_11803475\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003cimg class=\"size-full wp-image-11803475\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/02/RS41225_002_KQED_TaxiDriversSFO_02062020_1610-qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2020/02/RS41225_002_KQED_TaxiDriversSFO_02062020_1610-qut.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2020/02/RS41225_002_KQED_TaxiDriversSFO_02062020_1610-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2020/02/RS41225_002_KQED_TaxiDriversSFO_02062020_1610-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2020/02/RS41225_002_KQED_TaxiDriversSFO_02062020_1610-qut-1020x680.jpg 1020w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Bhupinder Singh, a taxi driver for the past 20 years, at San Francisco International Airport on Feb. 6, 2020. He has driven from Chico to SFO for the past 8 years to find passengers. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>At 4 p.m., the drivers enter City Hall. They walk under the building’s large central dome, past couples taking wedding photographs and up the long flight of stairs. At the top, they peak into the Board of Supervisors room.\u003c/p>\n\u003cp>It’s packed with people. That’s not good — a busy room means a long agenda, and that means drivers will wait hours for the public comment period.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"'I hope you make the right decision by giving us back our money. That’s hard-earned family money.'","name":"pullquote","attributes":{"named":{"size":"medium","align":"right","citation":"Matt Sutter, San Francisco taxi driver","label":""},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The drivers finally get their chance to speak around 6:30 p.m. Each driver has just two minutes at the microphone to tell their story. One by one, they approach the podium.\u003c/p>\n\u003cp>“I hope you make the right decision by giving us back our money,” Sutter tells them. “That’s hard-earned family money.”\u003c/p>\n\u003cp>Harjeet Gargaria, another driver, says, “I don’t know if it’s because I look different — I look black, brown or whatever — but no one want to help us.”\u003c/p>\n\u003cp>Namdev Sharma is next. He wears a neatly pressed shirt tucked into a pair of slacks. It’s the outfit he always wears on City Hall days. His English isn’t perfect, and he has a few pages of handwritten notes. He carefully puts them on the lectern. But once he starts, he doesn’t even look at them.\u003c/p>\n\u003cp>“You must not forget us,” he says. “It is unfair. You must think. You must heed our voice. You putted us to a dying situation. You have power to create destiny of us.”\u003c/p>\n\u003cfigure id=\"attachment_11803474\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003cimg class=\"size-full wp-image-11803474\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/02/RS41047_033_KQED_TaxiDriversSFO_01302020_0097-qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2020/02/RS41047_033_KQED_TaxiDriversSFO_01302020_0097-qut.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2020/02/RS41047_033_KQED_TaxiDriversSFO_01302020_0097-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2020/02/RS41047_033_KQED_TaxiDriversSFO_01302020_0097-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2020/02/RS41047_033_KQED_TaxiDriversSFO_01302020_0097-qut-1020x680.jpg 1020w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Taxis fill the lower level of the short term parking garage as they wait to pick up passengers at San Francisco International Airport (SFO) on Jan. 30, 2020. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>It’s estimated that it would take the city $160 million to buy back the medallions. New York City is already beginning a debt relief program for its drivers.\u003c/p>\n\u003cp>So, what could be done here in San Francisco?\u003c/p>\n\u003cp>First, there’s the San Francisco Municipal Transportation Agency. The agency could potentially issue a bond to buy back the medallions. It has had the power to do so since voters approved Proposition A in 2007, but the SFMTA isn’t currently pursuing this route. If it did, it would need approval from the Board of Supervisors.\u003c/p>\n\u003cp>Another option is for the supervisors to fund a buyback program from the city budget.\u003c/p>\n\u003cp>Supervisor Dean Preston says something needs to be done.\u003c/p>\n\u003cp>“I think the city definitely owes a debt to the cab drivers who played by the rules for years, and then find themselves in financial dire straits through no fault of their own,\" Preston said.\u003c/p>\n\u003cp>Preston isn’t the first supervisor to speak up. For the last two years, Supervisor Sandra Lee Fewer has argued that the whole medallion system is broken.\u003c/p>\n\u003cp>At a public meeting last June, Fewer said, “I personally don’t see any way out except to actually blow up the whole thing and redesign the whole thing over again.\"\u003c/p>\n\u003cp>She thinks San Francisco should come up with money to help the drivers out. “I just think the burden these people are living under is incredible,” she said.\u003c/p>\n\u003cfigure id=\"attachment_11803471\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003cimg class=\"size-full wp-image-11803471\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/02/RS41226_003_KQED_TaxiDriversSFO_02062020_1631-qut.jpg\" alt=\"taxi driver\" width=\"1920\" height=\"1280\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2020/02/RS41226_003_KQED_TaxiDriversSFO_02062020_1631-qut.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2020/02/RS41226_003_KQED_TaxiDriversSFO_02062020_1631-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2020/02/RS41226_003_KQED_TaxiDriversSFO_02062020_1631-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2020/02/RS41226_003_KQED_TaxiDriversSFO_02062020_1631-qut-1020x680.jpg 1020w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Taxi driver Ali Alikhani at San Francisco International Airport on Feb. 6, 2020. As of 11:45 a.m., he has only had one passenger since starting work at 7 a.m. that day. He said that being a taxi driver is not a healthy work situation — they often work over 12 hours. He said, \"Workers in factories have protections for work conditions. Taxi drivers don't have that. What kind of life is that? Is this America?\" \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Seven supervisors told KQED they support the city looking into debt relief. They include Preston, Fewer, Matt Haney, Aaron Peskin, Hillary Ronen, Catherine Stefani and Shamann Walton.\u003c/p>\n\u003cp>Supervisors Rafael Mandelman and Gordon Mar are undecided. Ahsha Safai and Norman Yee did not respond. Neither did Mayor London Breed.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"aside","attributes":{"named":{"tag":"taxi","label":"related coverage "},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>San Francisco mayors have played a significant role in the \u003ca href=\"https://www.kqed.org/news/11694401/san-francisco-made-millions-selling-taxi-medallions-now-drivers-are-paying-the-price\">medallion debt crisis\u003c/a>. In 2010, then-mayor Gavin Newsom directed the SFMTA to start selling the medallions. Then, Mayor Ed Lee abdicated responsibility for regulating Uber and Lyft to the state. Now, seven hundred drivers, mostly immigrants of color, are being crushed in an unlevel playing field, and Breed has been silent.\u003c/p>\n\u003cp>Breed has not responded to repeated requests from KQED for comment on this issue. These requests date back to when she first arrived in office in 2018. For this story, her press office said, “Due to Mayor Breed's busy schedule, she does not have a statement on this matter at this time.”\u003c/p>\n\u003cp>When the Board of Supervisors meeting is finally over at nearly 7 p.m., it has gotten dark and cold outside. Some of the drivers have long night shifts ahead of them.\u003c/p>\n\u003cp>Matt Sutter says he doesn’t know if what the drivers said at this particular meeting is going to have an impact, but he says at least they can leave knowing that they went in and tried to do something.\u003c/p>\n\u003cp>If nothing changes, he says, they’ll be back next week. He asks, “What other option do we have?”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"floatright"},"numeric":["floatright"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/news/11803400/sf-taxi-drivers-who-go-every-week-to-city-hall-buy-back-our-medallions","authors":["253"],"programs":["news_72"],"categories":["news_8","news_13","news_1397"],"tags":["news_22884","news_27045","news_4524","news_23690","news_17968","news_22800","news_4940","news_25704","news_353","news_4523"],"featImg":"news_11803468","label":"source_news_11803400"},"news_11798851":{"type":"posts","id":"news_11798851","meta":{"index":"posts_1591205157","site":"news","id":"11798851","score":null,"sort":[1580745936000]},"guestAuthors":[],"slug":"s-f-taxi-drivers-say-the-medallion-crisis-is-killing-them-literally","title":"SF Taxi Drivers Say the Medallion Crisis Is Killing Them, Literally","publishDate":1580745936,"format":"audio","headTitle":"KQED News","labelTerm":{"site":"news"},"content":"\u003cp>There are often hundreds of drivers gathered in the taxi lot at San Francisco International Airport, in the back of the lower level of the garage.\u003c/p>\n\u003cp>When I arrived around 10 a.m. on a recent day, one driver was vacuuming his cab. Nearby, a pair of drivers were playing cards on the hood of a taxi. Others huddled around a bench, smoking cigarettes and chatting.\u003c/p>\n\u003cp>For most of these drivers, there's a lot of waiting these days.\u003c/p>\n\u003cfigure id=\"attachment_11799433\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11799433\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41028_006_KQED_TaxiDriversSFO_01302020_9923-qut-800x533.jpg\" alt=\"Taxis wait to pick up passengers at San Francisco International Airport on Jan. 30, 2020. With about 500 taxi drivers coming to SFO daily, each driver may get only as few as three rides a day.\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41028_006_KQED_TaxiDriversSFO_01302020_9923-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41028_006_KQED_TaxiDriversSFO_01302020_9923-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41028_006_KQED_TaxiDriversSFO_01302020_9923-qut-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41028_006_KQED_TaxiDriversSFO_01302020_9923-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Taxis wait to pick up passengers at San Francisco International Airport on Jan. 30, 2020. With about 500 taxi drivers coming to SFO daily, each driver may get only as few as three rides a day. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Namdev Sharma has been here for three hours, and he’s still waiting for the first fare of the day.\u003c/p>\n\u003cp>“I have no time for my children,” Sharma said. “It’s not a life to sit here and wait and wait, and then to get ready for the next day to do the same thing.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Sharma is one of more than 700 drivers in San Francisco who took out large loans to buy medallions, the licenses to operate a cab. But now that Lyft and Uber have decimated the taxi industry, drivers aren't making nearly enough to cover their loan payments.\u003c/p>\n\u003cp>Sharma has paid $80,000 toward his medallion, nearly a third of the total cost. If he were to default now on the loan, he would lose all of the money he paid in, which would be a devastating blow for him and his family. It's his entire life savings.\u003c/p>\n\u003cfigure id=\"attachment_11799435\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11799435\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41039_018_KQED_TaxiDriversSFO_01302020_0005-qut-800x533.jpg\" alt=\"Taxi drivers Ali Asghar (L) and Namdev Sharma (R) talk while they wait for a fare at San Francisco International Airport on Jan. 30, 2020.\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41039_018_KQED_TaxiDriversSFO_01302020_0005-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41039_018_KQED_TaxiDriversSFO_01302020_0005-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41039_018_KQED_TaxiDriversSFO_01302020_0005-qut-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41039_018_KQED_TaxiDriversSFO_01302020_0005-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Taxi drivers Ali Asghar (L) and Namdev Sharma (R) talk while they wait for a fare at San Francisco International Airport on Jan. 30, 2020. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>A decade ago, San Francisco made tens of millions of dollars selling taxi medallions to drivers for $250,000 a piece. But now the medallion market is frozen — no one has bought one in almost four years.\u003c/p>\n\u003cp>Because there are no buyers for medallions, those who have one are stuck with it, and they are shackled to the loan payments. So even though there are often so few fares that drivers struggle to make even minimum wage, their only option is to keep driving and driving.\u003c/p>\n\u003cfigure id=\"attachment_11799432\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11799432\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41027_005_KQED_TaxiDriversSFO_01302020_9919-qut-800x533.jpg\" alt=\"A taxi meter at the San Francisco International Airport on Jan. 30, 2020.\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41027_005_KQED_TaxiDriversSFO_01302020_9919-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41027_005_KQED_TaxiDriversSFO_01302020_9919-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41027_005_KQED_TaxiDriversSFO_01302020_9919-qut-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41027_005_KQED_TaxiDriversSFO_01302020_9919-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">A taxi meter at the San Francisco International Airport on Jan. 30, 2020. \u003ccite>(Berth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Nearly everyone at the SFO taxi lot had a story of loss and suffering. Some, like Sharma, lost their homes and are renting now.\u003c/p>\n\u003cp>When Sameh Alshriedeh lost his home, he didn’t have enough money for rent and said he was forced to take his family to a homeless shelter.\u003c/p>\n\u003cp>For the past three years, Ali Alikhani said he's been using his Social Security money to pay off the medallion loan every month.\u003c/p>\n\u003cp>The pain can also be physical. Abdelellah Alhimsi said he ground his teeth so hard that he broke the night guard he wore to protect them. He couldn't afford the $500 to replace it, and after breaking the guard, broke five of his teeth, he said.\u003c/p>\n\u003cp>Another driver, Ali Asghar, said he's been suffering anxiety attacks at night.\u003c/p>\n\u003cp>“Sometimes I get up early, like nighttime when I’m sleeping, and I am freaked out and all sweaty,” Asghar said. “Then I put my kids in front of me. I say we’re living in America, my kids are suffering. How will be their future?”\u003c/p>\n\u003cp>Several drivers have died from illnesses commonly related to stress. \u003ca href=\"https://www.kqed.org/news/11694401/san-francisco-made-millions-selling-taxi-medallions-now-drivers-are-paying-the-price\">KQED reported on the story of Edward Agababian\u003c/a> who died in his cab at age 59 from a torn aorta. Three weeks ago, Muhamed Tokmic-Muha passed away at his home — he was only 51 years old. Fellow drivers are now \u003ca href=\"https://www.gofundme.com/f/final-expenses-for-muhamed-tokmic-muha?utm_source=twitter&utm_medium=social&utm_campaign=p_cp+share-sheet\">trying to help the family raise money for the funeral\u003c/a>.\u003c/p>\n\u003cp>A few months ago, Alikhani said he found another driver dead in a cab. He had apparently been waiting for a fare and had had a heart attack. Alikhani said he can still see his colleague's face, laying dead in the taxi.\u003c/p>\n\u003cfigure id=\"attachment_11799434\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11799434\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41035_014_KQED_TaxiDriversSFO_01302020_9958-qut-800x533.jpg\" alt=\"Taxi driver Ejaz Ahmed shows his medallion.\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41035_014_KQED_TaxiDriversSFO_01302020_9958-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41035_014_KQED_TaxiDriversSFO_01302020_9958-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41035_014_KQED_TaxiDriversSFO_01302020_9958-qut-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41035_014_KQED_TaxiDriversSFO_01302020_9958-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Taxi driver Ejaz Ahmed shows his medallion. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>San Francisco has made tweaks to the medallion program, but it is not offering to buy them back. New York City, on the other hand, is working on a debt relief program for their drivers.\u003c/p>\n\u003cp>Alikhani said he hopes San Francisco will do something similar.\u003c/p>\n\u003cp>“The only thing I am asking is that the city of San Francisco pay me off and buy me out, that’s it,” Alikhani said.\u003c/p>\n\u003cp>The groundwork for the medallion crisis was laid in 2010, when a budget deficit followed on the heels of a financial recession. Then-Mayor Gavin Newsom directed the city to start selling taxi medallions. Before then, medallions were awarded on a seniority system, and drivers would wait years to get one.\u003c/p>\n\u003cfigure id=\"attachment_11799437\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11799437\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41037_016_KQED_TaxiDriversSFO_01302020_9974-qut-800x533.jpg\" alt=\"Ejaz Ahmed waits in the short term parking garage at San Francisco International Airport on Jan. 30, 2020. Taxi drivers can often wait up to an hour or more waiting to pick up a fare.\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41037_016_KQED_TaxiDriversSFO_01302020_9974-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41037_016_KQED_TaxiDriversSFO_01302020_9974-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41037_016_KQED_TaxiDriversSFO_01302020_9974-qut-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41037_016_KQED_TaxiDriversSFO_01302020_9974-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Ejaz Ahmed waits in the short-term parking garage at San Francisco International Airport on Jan. 30, 2020. Taxi drivers can often wait up to an hour or more waiting to pick up a fare. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>San Francisco turned to a local credit union to finance the medallion sales. The city encouraged the San Francisco Federal Credit Union to issue subprime loans to drivers, many of whom had bad or no credit.\u003c/p>\n\u003cp>Jon Cohen, a lawyer for the credit union, said it only agreed at the time because the city promised to maintain a viable market for medallions.\u003c/p>\n\u003cp>[aside label=\"related coverage\" tag=\"taxis\"]“By basically allowing the medallion market to die on the vine along with most of the cab market as well, they breached that obligation,” Cohen said. “It’s our position that there were lots of things the city could have and may have done too late or chosen not to do at all that led to the demise of the taxi market as a whole.”\u003c/p>\n\u003cp>Cohen says the city could have decided to regulate Lyft and Uber locally instead of abdicating responsibility to the state. For example, he said, San Francisco could have made the ride-hailing platforms to play by the same rules as existing cabs and acquire medallions to operate their businesses.\u003c/p>\n\u003cp>When Ed Lee was mayor, he embraced Lyft and Uber, and even held an official \"Lyft Day\" at City Hall to celebrate the company.\u003c/p>\n\u003cp>Mayor London Breed’s office did not respond to a request for comment.\u003c/p>\n\u003cp>The credit union is now suing the city for failing to maintain a market for medallions, as it believes the medallion laws and lending agreement with the city guarantee. But even if the credit union wins, it’s not clear that the drivers will get back the money they’ve poured into their medallions. That would mean $200,000 lost for driver Ejaz Ahmed — his entire life savings.\u003c/p>\n\u003cfigure id=\"attachment_11799436\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11799436\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41046_031_KQED_TaxiDriversSFO_01302020_0089-qut-800x533.jpg\" alt=\"Taxi drivers play cards while they wait to pick up passengers at San Francisco International Airport on Jan. 30, 2020.\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41046_031_KQED_TaxiDriversSFO_01302020_0089-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41046_031_KQED_TaxiDriversSFO_01302020_0089-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41046_031_KQED_TaxiDriversSFO_01302020_0089-qut-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41046_031_KQED_TaxiDriversSFO_01302020_0089-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Taxi drivers play cards while they wait to pick up passengers at San Francisco International Airport on Jan. 30, 2020. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Ahmed hopes that people in San Francisco will put pressure on the supervisors and mayor to refund the medallion money, citing the city's progressive politics and culture that enticed him to move here.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>“I do not have any hope on the board of supervisors,” Ahmed said. “I do have a belief in the people of San Francisco, that they will step in and they will force [the city] to refund the taxi drivers' money back.”\u003c/p>\n\n","blocks":[],"excerpt":"As they struggle to pay off hefty loans on their medallions amid dwindling fares, many San Francisco cab drivers say they're succumbing to stress-related illnesses.","status":"publish","parent":0,"modified":1582405145,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":32,"wordCount":1278},"headData":{"title":"SF Taxi Drivers Say the Medallion Crisis Is Killing Them, Literally | KQED","description":"As they struggle to pay off hefty loans on their medallions amid dwindling fares, many San Francisco cab drivers say they're succumbing to stress-related illnesses.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"NewsArticle","headline":"SF Taxi Drivers Say the Medallion Crisis Is Killing Them, Literally","datePublished":"2020-02-03T16:05:36.000Z","dateModified":"2020-02-22T20:59:05.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png","isAccessibleForFree":"Y","publisher":{"@type":"NewsMediaOrganization","@id":"https://www.kqed.org/#organization","name":"KQED","url":"https://www.kqed.org","logo":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}}},"disqusIdentifier":"11798851 https://ww2.kqed.org/news/?p=11798851","disqusUrl":"https://ww2.kqed.org/news/2020/02/03/s-f-taxi-drivers-say-the-medallion-crisis-is-killing-them-literally/","disqusTitle":"SF Taxi Drivers Say the Medallion Crisis Is Killing Them, Literally","audioUrl":"https://traffic.omny.fm/d/clips/0af137ef-751e-4b19-a055-aaef00d2d578/ffca7e9f-6831-41c5-bcaf-aaef00f5a073/8d31565d-2558-44e4-954a-ab5201312d68/audio.mp3","audioTrackLength":249,"path":"/news/11798851/s-f-taxi-drivers-say-the-medallion-crisis-is-killing-them-literally","audioDuration":249000,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>There are often hundreds of drivers gathered in the taxi lot at San Francisco International Airport, in the back of the lower level of the garage.\u003c/p>\n\u003cp>When I arrived around 10 a.m. on a recent day, one driver was vacuuming his cab. Nearby, a pair of drivers were playing cards on the hood of a taxi. Others huddled around a bench, smoking cigarettes and chatting.\u003c/p>\n\u003cp>For most of these drivers, there's a lot of waiting these days.\u003c/p>\n\u003cfigure id=\"attachment_11799433\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11799433\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41028_006_KQED_TaxiDriversSFO_01302020_9923-qut-800x533.jpg\" alt=\"Taxis wait to pick up passengers at San Francisco International Airport on Jan. 30, 2020. With about 500 taxi drivers coming to SFO daily, each driver may get only as few as three rides a day.\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41028_006_KQED_TaxiDriversSFO_01302020_9923-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41028_006_KQED_TaxiDriversSFO_01302020_9923-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41028_006_KQED_TaxiDriversSFO_01302020_9923-qut-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41028_006_KQED_TaxiDriversSFO_01302020_9923-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Taxis wait to pick up passengers at San Francisco International Airport on Jan. 30, 2020. With about 500 taxi drivers coming to SFO daily, each driver may get only as few as three rides a day. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Namdev Sharma has been here for three hours, and he’s still waiting for the first fare of the day.\u003c/p>\n\u003cp>“I have no time for my children,” Sharma said. “It’s not a life to sit here and wait and wait, and then to get ready for the next day to do the same thing.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Sharma is one of more than 700 drivers in San Francisco who took out large loans to buy medallions, the licenses to operate a cab. But now that Lyft and Uber have decimated the taxi industry, drivers aren't making nearly enough to cover their loan payments.\u003c/p>\n\u003cp>Sharma has paid $80,000 toward his medallion, nearly a third of the total cost. If he were to default now on the loan, he would lose all of the money he paid in, which would be a devastating blow for him and his family. It's his entire life savings.\u003c/p>\n\u003cfigure id=\"attachment_11799435\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11799435\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41039_018_KQED_TaxiDriversSFO_01302020_0005-qut-800x533.jpg\" alt=\"Taxi drivers Ali Asghar (L) and Namdev Sharma (R) talk while they wait for a fare at San Francisco International Airport on Jan. 30, 2020.\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41039_018_KQED_TaxiDriversSFO_01302020_0005-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41039_018_KQED_TaxiDriversSFO_01302020_0005-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41039_018_KQED_TaxiDriversSFO_01302020_0005-qut-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41039_018_KQED_TaxiDriversSFO_01302020_0005-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Taxi drivers Ali Asghar (L) and Namdev Sharma (R) talk while they wait for a fare at San Francisco International Airport on Jan. 30, 2020. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>A decade ago, San Francisco made tens of millions of dollars selling taxi medallions to drivers for $250,000 a piece. But now the medallion market is frozen — no one has bought one in almost four years.\u003c/p>\n\u003cp>Because there are no buyers for medallions, those who have one are stuck with it, and they are shackled to the loan payments. So even though there are often so few fares that drivers struggle to make even minimum wage, their only option is to keep driving and driving.\u003c/p>\n\u003cfigure id=\"attachment_11799432\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11799432\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41027_005_KQED_TaxiDriversSFO_01302020_9919-qut-800x533.jpg\" alt=\"A taxi meter at the San Francisco International Airport on Jan. 30, 2020.\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41027_005_KQED_TaxiDriversSFO_01302020_9919-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41027_005_KQED_TaxiDriversSFO_01302020_9919-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41027_005_KQED_TaxiDriversSFO_01302020_9919-qut-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41027_005_KQED_TaxiDriversSFO_01302020_9919-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">A taxi meter at the San Francisco International Airport on Jan. 30, 2020. \u003ccite>(Berth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Nearly everyone at the SFO taxi lot had a story of loss and suffering. Some, like Sharma, lost their homes and are renting now.\u003c/p>\n\u003cp>When Sameh Alshriedeh lost his home, he didn’t have enough money for rent and said he was forced to take his family to a homeless shelter.\u003c/p>\n\u003cp>For the past three years, Ali Alikhani said he's been using his Social Security money to pay off the medallion loan every month.\u003c/p>\n\u003cp>The pain can also be physical. Abdelellah Alhimsi said he ground his teeth so hard that he broke the night guard he wore to protect them. He couldn't afford the $500 to replace it, and after breaking the guard, broke five of his teeth, he said.\u003c/p>\n\u003cp>Another driver, Ali Asghar, said he's been suffering anxiety attacks at night.\u003c/p>\n\u003cp>“Sometimes I get up early, like nighttime when I’m sleeping, and I am freaked out and all sweaty,” Asghar said. “Then I put my kids in front of me. I say we’re living in America, my kids are suffering. How will be their future?”\u003c/p>\n\u003cp>Several drivers have died from illnesses commonly related to stress. \u003ca href=\"https://www.kqed.org/news/11694401/san-francisco-made-millions-selling-taxi-medallions-now-drivers-are-paying-the-price\">KQED reported on the story of Edward Agababian\u003c/a> who died in his cab at age 59 from a torn aorta. Three weeks ago, Muhamed Tokmic-Muha passed away at his home — he was only 51 years old. Fellow drivers are now \u003ca href=\"https://www.gofundme.com/f/final-expenses-for-muhamed-tokmic-muha?utm_source=twitter&utm_medium=social&utm_campaign=p_cp+share-sheet\">trying to help the family raise money for the funeral\u003c/a>.\u003c/p>\n\u003cp>A few months ago, Alikhani said he found another driver dead in a cab. He had apparently been waiting for a fare and had had a heart attack. Alikhani said he can still see his colleague's face, laying dead in the taxi.\u003c/p>\n\u003cfigure id=\"attachment_11799434\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11799434\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41035_014_KQED_TaxiDriversSFO_01302020_9958-qut-800x533.jpg\" alt=\"Taxi driver Ejaz Ahmed shows his medallion.\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41035_014_KQED_TaxiDriversSFO_01302020_9958-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41035_014_KQED_TaxiDriversSFO_01302020_9958-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41035_014_KQED_TaxiDriversSFO_01302020_9958-qut-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41035_014_KQED_TaxiDriversSFO_01302020_9958-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Taxi driver Ejaz Ahmed shows his medallion. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>San Francisco has made tweaks to the medallion program, but it is not offering to buy them back. New York City, on the other hand, is working on a debt relief program for their drivers.\u003c/p>\n\u003cp>Alikhani said he hopes San Francisco will do something similar.\u003c/p>\n\u003cp>“The only thing I am asking is that the city of San Francisco pay me off and buy me out, that’s it,” Alikhani said.\u003c/p>\n\u003cp>The groundwork for the medallion crisis was laid in 2010, when a budget deficit followed on the heels of a financial recession. Then-Mayor Gavin Newsom directed the city to start selling taxi medallions. Before then, medallions were awarded on a seniority system, and drivers would wait years to get one.\u003c/p>\n\u003cfigure id=\"attachment_11799437\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11799437\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41037_016_KQED_TaxiDriversSFO_01302020_9974-qut-800x533.jpg\" alt=\"Ejaz Ahmed waits in the short term parking garage at San Francisco International Airport on Jan. 30, 2020. Taxi drivers can often wait up to an hour or more waiting to pick up a fare.\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41037_016_KQED_TaxiDriversSFO_01302020_9974-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41037_016_KQED_TaxiDriversSFO_01302020_9974-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41037_016_KQED_TaxiDriversSFO_01302020_9974-qut-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41037_016_KQED_TaxiDriversSFO_01302020_9974-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Ejaz Ahmed waits in the short-term parking garage at San Francisco International Airport on Jan. 30, 2020. Taxi drivers can often wait up to an hour or more waiting to pick up a fare. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>San Francisco turned to a local credit union to finance the medallion sales. The city encouraged the San Francisco Federal Credit Union to issue subprime loans to drivers, many of whom had bad or no credit.\u003c/p>\n\u003cp>Jon Cohen, a lawyer for the credit union, said it only agreed at the time because the city promised to maintain a viable market for medallions.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"aside","attributes":{"named":{"label":"related coverage ","tag":"taxis"},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>“By basically allowing the medallion market to die on the vine along with most of the cab market as well, they breached that obligation,” Cohen said. “It’s our position that there were lots of things the city could have and may have done too late or chosen not to do at all that led to the demise of the taxi market as a whole.”\u003c/p>\n\u003cp>Cohen says the city could have decided to regulate Lyft and Uber locally instead of abdicating responsibility to the state. For example, he said, San Francisco could have made the ride-hailing platforms to play by the same rules as existing cabs and acquire medallions to operate their businesses.\u003c/p>\n\u003cp>When Ed Lee was mayor, he embraced Lyft and Uber, and even held an official \"Lyft Day\" at City Hall to celebrate the company.\u003c/p>\n\u003cp>Mayor London Breed’s office did not respond to a request for comment.\u003c/p>\n\u003cp>The credit union is now suing the city for failing to maintain a market for medallions, as it believes the medallion laws and lending agreement with the city guarantee. But even if the credit union wins, it’s not clear that the drivers will get back the money they’ve poured into their medallions. That would mean $200,000 lost for driver Ejaz Ahmed — his entire life savings.\u003c/p>\n\u003cfigure id=\"attachment_11799436\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11799436\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41046_031_KQED_TaxiDriversSFO_01302020_0089-qut-800x533.jpg\" alt=\"Taxi drivers play cards while they wait to pick up passengers at San Francisco International Airport on Jan. 30, 2020.\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41046_031_KQED_TaxiDriversSFO_01302020_0089-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41046_031_KQED_TaxiDriversSFO_01302020_0089-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41046_031_KQED_TaxiDriversSFO_01302020_0089-qut-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41046_031_KQED_TaxiDriversSFO_01302020_0089-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Taxi drivers play cards while they wait to pick up passengers at San Francisco International Airport on Jan. 30, 2020. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Ahmed hopes that people in San Francisco will put pressure on the supervisors and mayor to refund the medallion money, citing the city's progressive politics and culture that enticed him to move here.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"floatright"},"numeric":["floatright"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“I do not have any hope on the board of supervisors,” Ahmed said. “I do have a belief in the people of San Francisco, that they will step in and they will force [the city] to refund the taxi drivers' money back.”\u003c/p>\n\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/news/11798851/s-f-taxi-drivers-say-the-medallion-crisis-is-killing-them-literally","authors":["253"],"categories":["news_8","news_13","news_1397"],"tags":["news_22884","news_4524","news_4268","news_4940","news_451","news_22620","news_2024","news_4523"],"featImg":"news_11799431","label":"news"},"news_11701272":{"type":"posts","id":"news_11701272","meta":{"index":"posts_1591205157","site":"news","id":"11701272","score":null,"sort":[1540504202000]},"guestAuthors":[],"slug":"tough-times-for-taxis","title":"Tough Times for Taxis","publishDate":1540504202,"format":"standard","headTitle":"Mark Fiore: Drawn to the Bay | KQED News","labelTerm":{"term":18515,"site":"news"},"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","blocks":[],"excerpt":"A week after two-thirds of San Francisco's taxi fleet was barred from picking up passengers at SFO, officials banned cab drivers from organizing at the airport. ","status":"publish","parent":0,"modified":1540504202,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":5,"wordCount":80},"headData":{"title":"Tough Times for Taxis | KQED","description":"A week after two-thirds of San Francisco's taxi fleet was barred from picking up passengers at SFO, officials banned cab drivers from organizing at the airport. ","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"NewsArticle","headline":"Tough Times for Taxis","datePublished":"2018-10-25T21:50:02.000Z","dateModified":"2018-10-25T21:50:02.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png","isAccessibleForFree":"Y","publisher":{"@type":"NewsMediaOrganization","@id":"https://www.kqed.org/#organization","name":"KQED","url":"https://www.kqed.org","logo":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}}},"disqusIdentifier":"11701272 https://ww2.kqed.org/news/?p=11701272","disqusUrl":"https://ww2.kqed.org/news/2018/10/25/tough-times-for-taxis/","disqusTitle":"Tough Times for Taxis","path":"/news/11701272/tough-times-for-taxis","audioTrackLength":null,"parsedContent":[{"type":"contentString","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>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/news/11701272/tough-times-for-taxis","authors":["3236"],"series":["news_18515"],"categories":["news_1758","news_8","news_13","news_248","news_1397"],"tags":["news_4524","news_20949","news_23732","news_18183","news_508","news_4940","news_451","news_4267","news_5585","news_4523"],"featImg":"news_11701278","label":"news_18515"},"news_10693923":{"type":"posts","id":"news_10693923","meta":{"index":"posts_1591205157","site":"news","id":"10693923","score":null,"sort":[1443128979000]},"guestAuthors":[],"slug":"for-san-francisco-cab-drivers-once-treasured-medallions-now-a-burden","title":"For San Francisco Cab Drivers, Once-Treasured Medallions Now a Burden","publishDate":1443128979,"format":"standard","headTitle":"News Fix | KQED News","labelTerm":{"term":6944,"site":"news"},"content":"\u003cp>Getting a taxi medallion used to be the dream for cab drivers in San Francisco. Not anymore.\u003c/p>\n\u003cp>A medallion is the license to own your own cab. It lets you drive when you want, or rent the license out to other cabbies and make some passive income. In the past, a medallion made you an entrepreneur, part of the middle class. So many people wanted one that they were hard to get. Drivers used to sit on a waiting list for more than 10 years. When their names finally came up, the city charged them $250,000 to buy one.\u003c/p>\n\u003cp>Now, because of pressure from companies like Uber and Lyft, cab drivers are scrambling to get out of the business. For the first time there is a waiting list to \u003cem>sell\u003c/em> medallions, not buy them. That means owners who want to get out of the industry can’t, at least not right away.\u003c/p>\n\u003cp>Harbir Batth is one of those drivers, and he feels cheated and trapped.\u003c/p>\n\u003caside class=\"pullquote alignright\">'We put all our lives into this career, and no one seems to give a damn about it.'\u003cbr>\n\u003ccite>Harbir Batth\u003c/cite>\u003c/aside>\n\u003cp>I rode with Batth in his cab on a Sunday. It was slow. We didn’t get a single fare for more than 20 minutes. It's almost always slow now, Batth says. But that wasn't always the case.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cstrong>Before the Disruption\u003c/strong>\u003c/p>\n\u003cp>The money used to be good, Batth says. You could earn $4,000 to $5,000 a week if you worked six days, 10 or 11 hours a day. It was hard work and decent pay. This is what Batth expected from the United States.\u003c/p>\n\u003cp>Batth, 51, moved here from India in his 20s. Even though he had a law degree back home, he thought his chances of making a decent living would be better here.\u003c/p>\n\u003cp>“I was very excited,” Batth says. “I thought this was the land of opportunities.”\u003c/p>\n\u003cp>In the U.S., Batth had to start over from scratch, so he began driving cabs. His goal became to get a medallion. That way, he thought, he could earn enough money to send his kids to college. And, like many cab drivers, the medallion was his retirement plan. He figured he could make about $2,000 a month from the medallion after paying back the loan and expenses. So, he put his name on the list.\u003c/p>\n\u003cp>https://www.kqed.org/.stream/anon/radio/RDnews/2019/01/HarnettMedallionBurden92415.mp3\u003c/p>\n\u003cp>In 2012, more than 10 years after he signed on, Batth's name came up. He finally had the chance to buy a medallion. Batth borrowed money from friends and family and gathered up his savings to make a down payment. It was a moment he had been looking forward to for years. That moment has since become one of his greatest regrets.\u003c/p>\n\u003cp>As Batth was buying his medallion, the whole taxi world was getting turned upside down -- \"disrupted\" to use tech lingo, or “Ubered” as taxi drivers say. Lyfts and Ubers poured into the streets, all of them operating without medallions. Suddenly there was an explosion of competition that wasn’t playing by the same rules.\u003c/p>\n\u003cp>Batth couldn't believe it. He'd waited for years to buy a medallion. He was on the hook for a $250,000 loan, but he was competing with drivers who had paid nothing to get into the business. Why wasn’t the city regulating the new companies the same way it did the taxi business?\u003c/p>\n\u003cp>\u003cstrong>Ride Services Resist Regulations\u003c/strong>\u003c/p>\n\u003cp>Uber and Lyft have spent millions fighting regulations across the country. The ride-hailing companies in California are regulated by the state, and the rules generally aren't as tough or expensive as those imposed by cities like San Francisco.\u003c/p>\n\u003cp>“I thought ... there should be proper rules and regulations,” Batth says. “We have a very corrupt society back in India. With money, anything gets done. I never thought it would be the same in this country.”\u003c/p>\n\u003cp>Batth says all the new drivers from these companies have cut his income in half.\u003c/p>\n\u003cp>“There isn’t enough money coming in at home,” he says. “I’m getting old, and I don’t see a future.”\u003c/p>\n\u003cp>Batth has a son in college and a 9-year-old daughter in third grade. To cover the bills, his wife has started taking care of the elderly. She makes $10 an hour.\u003c/p>\n\u003cp>Batth wants to sell his medallion, but says the city has told him he might have to wait four years or more. The MTA says that, so far, about 600 people are on the list to sell their medallions. Batth is near the bottom of the list.\u003c/p>\n\u003cp>“We put all our lives into this career,” Batth says, “and no one seems to give a damn about it -- the MTA or the city. They're just ignoring us.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Batth say he's thinking about going back to India, where it will be cheaper to send his daughter to college. But right now he has to keep driving to pay for his medallion. It's right up on his dashboard, a little metal plate that stares him in the face every time he gets behind the wheel.\u003c/p>\n\n","blocks":[],"excerpt":"Ride-service firms like Uber have undermined the taxi business, including the value of medallions. ","status":"publish","parent":0,"modified":1547510784,"stats":{"hasAudio":true,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":24,"wordCount":893},"headData":{"title":"For San Francisco Cab Drivers, Once-Treasured Medallions Now a Burden | KQED","description":"Ride-service firms like Uber have undermined the taxi business, including the value of medallions. ","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"NewsArticle","headline":"For San Francisco Cab Drivers, Once-Treasured Medallions Now a Burden","datePublished":"2015-09-24T21:09:39.000Z","dateModified":"2019-01-15T00:06:24.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png","isAccessibleForFree":"Y","publisher":{"@type":"NewsMediaOrganization","@id":"https://www.kqed.org/#organization","name":"KQED","url":"https://www.kqed.org","logo":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}}},"disqusIdentifier":"10693923 http://ww2.kqed.org/news/?p=10693923","disqusUrl":"https://ww2.kqed.org/news/2015/09/24/for-san-francisco-cab-drivers-once-treasured-medallions-now-a-burden/","disqusTitle":"For San Francisco Cab Drivers, Once-Treasured Medallions Now a Burden","path":"/news/10693923/for-san-francisco-cab-drivers-once-treasured-medallions-now-a-burden","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>Getting a taxi medallion used to be the dream for cab drivers in San Francisco. Not anymore.\u003c/p>\n\u003cp>A medallion is the license to own your own cab. It lets you drive when you want, or rent the license out to other cabbies and make some passive income. In the past, a medallion made you an entrepreneur, part of the middle class. So many people wanted one that they were hard to get. Drivers used to sit on a waiting list for more than 10 years. When their names finally came up, the city charged them $250,000 to buy one.\u003c/p>\n\u003cp>Now, because of pressure from companies like Uber and Lyft, cab drivers are scrambling to get out of the business. For the first time there is a waiting list to \u003cem>sell\u003c/em> medallions, not buy them. That means owners who want to get out of the industry can’t, at least not right away.\u003c/p>\n\u003cp>Harbir Batth is one of those drivers, and he feels cheated and trapped.\u003c/p>\n\u003caside class=\"pullquote alignright\">'We put all our lives into this career, and no one seems to give a damn about it.'\u003cbr>\n\u003ccite>Harbir Batth\u003c/cite>\u003c/aside>\n\u003cp>I rode with Batth in his cab on a Sunday. It was slow. We didn’t get a single fare for more than 20 minutes. It's almost always slow now, Batth says. But that wasn't always the case.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>Before the Disruption\u003c/strong>\u003c/p>\n\u003cp>The money used to be good, Batth says. You could earn $4,000 to $5,000 a week if you worked six days, 10 or 11 hours a day. It was hard work and decent pay. This is what Batth expected from the United States.\u003c/p>\n\u003cp>Batth, 51, moved here from India in his 20s. Even though he had a law degree back home, he thought his chances of making a decent living would be better here.\u003c/p>\n\u003cp>“I was very excited,” Batth says. “I thought this was the land of opportunities.”\u003c/p>\n\u003cp>In the U.S., Batth had to start over from scratch, so he began driving cabs. His goal became to get a medallion. That way, he thought, he could earn enough money to send his kids to college. And, like many cab drivers, the medallion was his retirement plan. He figured he could make about $2,000 a month from the medallion after paying back the loan and expenses. So, he put his name on the list.\u003c/p>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"audioLink","attributes":{"named":{"src":"https://www.kqed.org/.stream/anon/radio/RDnews/2019/01/HarnettMedallionBurden92415.mp3"},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>In 2012, more than 10 years after he signed on, Batth's name came up. He finally had the chance to buy a medallion. Batth borrowed money from friends and family and gathered up his savings to make a down payment. It was a moment he had been looking forward to for years. That moment has since become one of his greatest regrets.\u003c/p>\n\u003cp>As Batth was buying his medallion, the whole taxi world was getting turned upside down -- \"disrupted\" to use tech lingo, or “Ubered” as taxi drivers say. Lyfts and Ubers poured into the streets, all of them operating without medallions. Suddenly there was an explosion of competition that wasn’t playing by the same rules.\u003c/p>\n\u003cp>Batth couldn't believe it. He'd waited for years to buy a medallion. He was on the hook for a $250,000 loan, but he was competing with drivers who had paid nothing to get into the business. Why wasn’t the city regulating the new companies the same way it did the taxi business?\u003c/p>\n\u003cp>\u003cstrong>Ride Services Resist Regulations\u003c/strong>\u003c/p>\n\u003cp>Uber and Lyft have spent millions fighting regulations across the country. The ride-hailing companies in California are regulated by the state, and the rules generally aren't as tough or expensive as those imposed by cities like San Francisco.\u003c/p>\n\u003cp>“I thought ... there should be proper rules and regulations,” Batth says. “We have a very corrupt society back in India. With money, anything gets done. I never thought it would be the same in this country.”\u003c/p>\n\u003cp>Batth says all the new drivers from these companies have cut his income in half.\u003c/p>\n\u003cp>“There isn’t enough money coming in at home,” he says. “I’m getting old, and I don’t see a future.”\u003c/p>\n\u003cp>Batth has a son in college and a 9-year-old daughter in third grade. To cover the bills, his wife has started taking care of the elderly. She makes $10 an hour.\u003c/p>\n\u003cp>Batth wants to sell his medallion, but says the city has told him he might have to wait four years or more. The MTA says that, so far, about 600 people are on the list to sell their medallions. Batth is near the bottom of the list.\u003c/p>\n\u003cp>“We put all our lives into this career,” Batth says, “and no one seems to give a damn about it -- the MTA or the city. They're just ignoring us.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Batth say he's thinking about going back to India, where it will be cheaper to send his daughter to college. But right now he has to keep driving to pay for his medallion. It's right up on his dashboard, a little metal plate that stares him in the face every time he gets behind the wheel.\u003c/p>\n\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/news/10693923/for-san-francisco-cab-drivers-once-treasured-medallions-now-a-burden","authors":["253"],"programs":["news_6944"],"categories":["news_1758","news_1397"],"tags":["news_4940","news_4523"],"featImg":"news_10697400","label":"news_6944"},"news_10424716":{"type":"posts","id":"news_10424716","meta":{"index":"posts_1591205157","site":"news","id":"10424716","score":null,"sort":[1423591241000]},"guestAuthors":[],"slug":"taxi-vs-lyft-come-along-for-the-ride-video","title":"Taxi vs. Lyft: Come Along for the Ride (Video)","publishDate":1423591241,"format":"video","headTitle":"Boomtown | News Fix | KQED News","labelTerm":{"term":6944,"site":"news"},"content":"\u003cp>Here's our \"day in the life\" video comparing the experiences of driving a taxi and driving for Lyft. You'll see that the drivers comment on many of the issues in the ongoing \u003ca href=\"http://ww2.kqed.org/news/2013/11/07/taxis-lyft-ride-service-war-on-streets-of-san-francisco\" target=\"_blank\">battle between taxis and ride services\u003c/a>: the loss of business for the taxis, the lack of insurance for the ride-service drivers, and how Lyft and Uber have been able to exploit the weaknesses of the taxi industry.\u003c/p>\n\u003cp>One of the many interesting things about covering this story for a couple of years now is seeing the evolution of attitudes on the part of those on the front lines of the conflict.\u003c/p>\n\u003cp>To be sure, many cab drivers still despise Uber/Lyft and the part-time workers who have scooped up a substantial portion of their customers by driving their own vehicles, no less. And it’s true that some cab drivers would still rather pick up a drunken, carsick barbershop quartet than try to stake a claim in the “sharing economy.”\u003c/p>\n\u003cfigure id=\"attachment_10426093\" class=\"wp-caption alignright\" style=\"max-width: 800px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/02/rideshare1.jpg\">\u003cimg class=\"size-medium wp-image-10426093\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/02/rideshare1-800x450.jpg\" alt=\"Looking back through one of the sideview mirrors on John Han's taxicab. (Adam Grossberg/KQED)\" width=\"800\" height=\"450\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/02/rideshare1-800x450.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/02/rideshare1-400x225.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/02/rideshare1.jpg 1440w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Looking back through one of the sideview mirrors on John Han's taxicab. (Adam Grossberg/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>But over the past year, many who used to drive taxis have been jumping ship to the upstart companies, leaving their former employers struggling to fill shifts. Obviously, many think they'll get a better deal working on their own. (You'll see in the video that cab drivers start every day in the hole, since they are responsible for renting the cab.)\u003c/p>\n\u003cp>On the ride-service side, when I talked to a group of Lyft drivers in 2013, just about every one felt like like they’d stumbled upon the greatest part-time job in the world. Good pay -- $25-40 per hour -- plus a cherished ability to literally work whenever they want with absolutely no notice required.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cstrong>Troubles Mount for TNCs\u003c/strong>\u003c/p>\n\u003cp>Eighteen months later, while the honeymoon may not be completely over, it’s at least on the return flight home where they're skimping on the peanuts. \u003ca href=\"http://ww2.kqed.org/news/2014/01/02/122446/\" target=\"_blank\">Fatal accidents\u003c/a>, \u003ca href=\"http://ww2.kqed.org/news/2013/11/14/who-pays-when-ride-share-driver-crashes\" target=\"_blank\">insurance gaps\u003c/a>, \u003ca href=\"http://www.bloomberg.com/news/articles/2015-01-30/uber-drivers-may-have-employee-status-judge-says\" target=\"_blank\">lawsuits\u003c/a>, \u003ca href=\"http://www.thesmokinggun.com/buster/battery/uber-driver-arrested-for-groping-passenger-897561\" target=\"_blank\">criminal incidents\u003c/a>, \u003ca href=\"http://ww2.kqed.org/news/2014/11/13/as-regulatory-battles-continue-uber-and-lyft-win-some-lose-some\" target=\"_blank\">regulatory hassles\u003c/a> and an influx of drivers leading to \u003ca href=\"http://www.vox.com/2014/12/17/7402311/lyft-driver-pay\" target=\"_blank\">diminished pay\u003c/a>, not to mention the grind of driving hour upon hour day after day, have -- as some cab drivers had predicted would happen -- combed a few hairs out of the famous pink mustache.\u003c/p>\n\u003cfigure id=\"attachment_10426091\" class=\"wp-caption alignleft\" style=\"max-width: 400px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/02/john_cab.jpg\">\u003cimg class=\"size-thumbnail wp-image-10426091\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/02/john_cab-400x225.jpg\" alt=\"John Han has been a cab driver in San Francisco for 13 years. (Adam Grossberg/KQED)\" width=\"400\" height=\"225\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/02/john_cab-400x225.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/02/john_cab-800x450.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/02/john_cab.jpg 1440w\" sizes=\"(max-width: 400px) 100vw, 400px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">John Han has been a cab driver in San Francisco for 13 years. (Adam Grossberg/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>We picked John Han of Yellow Cab to follow around for several reasons. A former blogger on taxi issues, he’s as well versed on the issues concerning cabs, TNCs and how the twain have met as most journalists who cover the issue.\u003c/p>\n\u003cp>He’s also not an ideologue when it comes to the subject of TNCs -- he used to drive for Uber Taxi, a service that connects riders with cabs. And he attempted to join UberX by buying a car financed through an Uber program, but abandoned the effort when he couldn’t find the appropriate insurance.\u003c/p>\n\u003cfigure id=\"attachment_10426092\" class=\"wp-caption alignright\" style=\"max-width: 400px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/02/mike_lyft.jpg\">\u003cimg class=\"size-thumbnail wp-image-10426092\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/02/mike_lyft-400x225.jpg\" alt=\"Mike Banko has been a driver for Lyft since December 2012. (Adam Grossberg/KQED)\" width=\"400\" height=\"225\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/02/mike_lyft-400x225.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/02/mike_lyft-800x450.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/02/mike_lyft.jpg 1440w\" sizes=\"(max-width: 400px) 100vw, 400px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Mike Banko has been a driver for Lyft since December 2012. (Adam Grossberg/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>Insurance factored into our choice of Lyft driver Mike Banko. He’s just about the only ride-service driver we’ve met who’s willing to be named in an interview, let alone in a video. That’s because so many drivers are fearful their personal auto coverage will be canceled if their insurer finds out they’re using their vehicle for ride-service work. You’ll see in the video that Mike tells us straight up he hasn’t informed his insurance company about his job.\u003c/p>\n\u003cp>One thing you won't see in the video, but is an important part of any day in the life of someone who hauls passengers for a living: When we accompanied the drivers on their shifts, it was easy to see how dangerous driving in this crowded city has become. Both these guys appeared to drive very safely, yet traversing the city streets, dodging pedestrians, bikes and vehicles, it was not hard at all to imagine something occurring that would forever change multiple lives in the blink of an eye.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>I'm not sure the TNC drivers fully understood that when they originally signed up -- but I think those who have stuck with it now do.\u003c/p>\n\n","blocks":[],"excerpt":"A day in the life of two drivers in San Francisco who haul around passengers for a living. ","status":"publish","parent":0,"modified":1423609086,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":14,"wordCount":740},"headData":{"title":"Taxi vs. Lyft: Come Along for the Ride (Video) | KQED","description":"A day in the life of two drivers in San Francisco who haul around passengers for a living. ","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"NewsArticle","headline":"Taxi vs. Lyft: Come Along for the Ride (Video)","datePublished":"2015-02-10T18:00:41.000Z","dateModified":"2015-02-10T22:58:06.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png","isAccessibleForFree":"Y","publisher":{"@type":"NewsMediaOrganization","@id":"https://www.kqed.org/#organization","name":"KQED","url":"https://www.kqed.org","logo":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}}},"disqusIdentifier":"10424716 http://ww2.kqed.org/news/?p=10424716","disqusUrl":"https://ww2.kqed.org/news/2015/02/10/taxi-vs-lyft-come-along-for-the-ride-video/","disqusTitle":"Taxi vs. Lyft: Come Along for the Ride (Video)","videoEmbed":"https://vimeo.com/118773885","path":"/news/10424716/taxi-vs-lyft-come-along-for-the-ride-video","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>Here's our \"day in the life\" video comparing the experiences of driving a taxi and driving for Lyft. You'll see that the drivers comment on many of the issues in the ongoing \u003ca href=\"http://ww2.kqed.org/news/2013/11/07/taxis-lyft-ride-service-war-on-streets-of-san-francisco\" target=\"_blank\">battle between taxis and ride services\u003c/a>: the loss of business for the taxis, the lack of insurance for the ride-service drivers, and how Lyft and Uber have been able to exploit the weaknesses of the taxi industry.\u003c/p>\n\u003cp>One of the many interesting things about covering this story for a couple of years now is seeing the evolution of attitudes on the part of those on the front lines of the conflict.\u003c/p>\n\u003cp>To be sure, many cab drivers still despise Uber/Lyft and the part-time workers who have scooped up a substantial portion of their customers by driving their own vehicles, no less. And it’s true that some cab drivers would still rather pick up a drunken, carsick barbershop quartet than try to stake a claim in the “sharing economy.”\u003c/p>\n\u003cfigure id=\"attachment_10426093\" class=\"wp-caption alignright\" style=\"max-width: 800px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/02/rideshare1.jpg\">\u003cimg class=\"size-medium wp-image-10426093\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/02/rideshare1-800x450.jpg\" alt=\"Looking back through one of the sideview mirrors on John Han's taxicab. (Adam Grossberg/KQED)\" width=\"800\" height=\"450\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/02/rideshare1-800x450.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/02/rideshare1-400x225.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/02/rideshare1.jpg 1440w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Looking back through one of the sideview mirrors on John Han's taxicab. (Adam Grossberg/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>But over the past year, many who used to drive taxis have been jumping ship to the upstart companies, leaving their former employers struggling to fill shifts. Obviously, many think they'll get a better deal working on their own. (You'll see in the video that cab drivers start every day in the hole, since they are responsible for renting the cab.)\u003c/p>\n\u003cp>On the ride-service side, when I talked to a group of Lyft drivers in 2013, just about every one felt like like they’d stumbled upon the greatest part-time job in the world. Good pay -- $25-40 per hour -- plus a cherished ability to literally work whenever they want with absolutely no notice required.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>Troubles Mount for TNCs\u003c/strong>\u003c/p>\n\u003cp>Eighteen months later, while the honeymoon may not be completely over, it’s at least on the return flight home where they're skimping on the peanuts. \u003ca href=\"http://ww2.kqed.org/news/2014/01/02/122446/\" target=\"_blank\">Fatal accidents\u003c/a>, \u003ca href=\"http://ww2.kqed.org/news/2013/11/14/who-pays-when-ride-share-driver-crashes\" target=\"_blank\">insurance gaps\u003c/a>, \u003ca href=\"http://www.bloomberg.com/news/articles/2015-01-30/uber-drivers-may-have-employee-status-judge-says\" target=\"_blank\">lawsuits\u003c/a>, \u003ca href=\"http://www.thesmokinggun.com/buster/battery/uber-driver-arrested-for-groping-passenger-897561\" target=\"_blank\">criminal incidents\u003c/a>, \u003ca href=\"http://ww2.kqed.org/news/2014/11/13/as-regulatory-battles-continue-uber-and-lyft-win-some-lose-some\" target=\"_blank\">regulatory hassles\u003c/a> and an influx of drivers leading to \u003ca href=\"http://www.vox.com/2014/12/17/7402311/lyft-driver-pay\" target=\"_blank\">diminished pay\u003c/a>, not to mention the grind of driving hour upon hour day after day, have -- as some cab drivers had predicted would happen -- combed a few hairs out of the famous pink mustache.\u003c/p>\n\u003cfigure id=\"attachment_10426091\" class=\"wp-caption alignleft\" style=\"max-width: 400px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/02/john_cab.jpg\">\u003cimg class=\"size-thumbnail wp-image-10426091\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/02/john_cab-400x225.jpg\" alt=\"John Han has been a cab driver in San Francisco for 13 years. (Adam Grossberg/KQED)\" width=\"400\" height=\"225\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/02/john_cab-400x225.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/02/john_cab-800x450.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/02/john_cab.jpg 1440w\" sizes=\"(max-width: 400px) 100vw, 400px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">John Han has been a cab driver in San Francisco for 13 years. (Adam Grossberg/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>We picked John Han of Yellow Cab to follow around for several reasons. A former blogger on taxi issues, he’s as well versed on the issues concerning cabs, TNCs and how the twain have met as most journalists who cover the issue.\u003c/p>\n\u003cp>He’s also not an ideologue when it comes to the subject of TNCs -- he used to drive for Uber Taxi, a service that connects riders with cabs. And he attempted to join UberX by buying a car financed through an Uber program, but abandoned the effort when he couldn’t find the appropriate insurance.\u003c/p>\n\u003cfigure id=\"attachment_10426092\" class=\"wp-caption alignright\" style=\"max-width: 400px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/02/mike_lyft.jpg\">\u003cimg class=\"size-thumbnail wp-image-10426092\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/02/mike_lyft-400x225.jpg\" alt=\"Mike Banko has been a driver for Lyft since December 2012. (Adam Grossberg/KQED)\" width=\"400\" height=\"225\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/02/mike_lyft-400x225.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/02/mike_lyft-800x450.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/02/mike_lyft.jpg 1440w\" sizes=\"(max-width: 400px) 100vw, 400px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Mike Banko has been a driver for Lyft since December 2012. (Adam Grossberg/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>Insurance factored into our choice of Lyft driver Mike Banko. He’s just about the only ride-service driver we’ve met who’s willing to be named in an interview, let alone in a video. That’s because so many drivers are fearful their personal auto coverage will be canceled if their insurer finds out they’re using their vehicle for ride-service work. You’ll see in the video that Mike tells us straight up he hasn’t informed his insurance company about his job.\u003c/p>\n\u003cp>One thing you won't see in the video, but is an important part of any day in the life of someone who hauls passengers for a living: When we accompanied the drivers on their shifts, it was easy to see how dangerous driving in this crowded city has become. Both these guys appeared to drive very safely, yet traversing the city streets, dodging pedestrians, bikes and vehicles, it was not hard at all to imagine something occurring that would forever change multiple lives in the blink of an eye.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>I'm not sure the TNC drivers fully understood that when they originally signed up -- but I think those who have stuck with it now do.\u003c/p>\n\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/news/10424716/taxi-vs-lyft-come-along-for-the-ride-video","authors":["80","188"],"programs":["news_6944"],"series":["news_17411"],"categories":["news_8","news_248","news_1397"],"tags":["news_4524","news_4940"],"featImg":"news_10426093","label":"news_6944"},"news_124860":{"type":"posts","id":"news_124860","meta":{"index":"posts_1591205157","site":"news","id":"124860","score":null,"sort":[1392912007000]},"guestAuthors":[],"slug":"uberx-provides-no-training-to-its-drivers-and-does-not-inspect-their-cars","title":"What UberX Drivers Are Saying About Their Training and Safety Issues","publishDate":1392912007,"format":"aside","headTitle":"News Fix | KQED News","labelTerm":{"term":6944,"site":"news"},"content":"\u003cfigure id=\"attachment_126917\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/01/RS8866_UberX_3-lpr.jpg\">\u003cimg class=\"size-medium wp-image-126917\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/01/RS8866_UberX_3-lpr-640x426.jpg\" alt=\"The California Public Utilities Commission requires Transportation Network Companies like UberX to display signage. (Jeremy Raff/KQED)\" width=\"640\" height=\"426\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The California Public Utilities Commission requires transportation network companies like UberX to display signage. (Jeremy Raff/KQED) \u003ccite>(Jeremy Raff/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cspan style=\"font-size: 4.6875em;float: left;line-height: 0.733em;padding: 0.05em 0.1em 0 0;font-family: times, serif, georgia\">O\u003c/span>n March 6, the \u003ca href=\"http://www.sfbos.org/index.aspx?page=13992\" target=\"_blank\">Neighborhood Services and Safety Committee\u003c/a> of the San Francisco Board of Supervisors will hold a hearing on safety issues related to ride-service companies like Lyft and UberX.\u003c/p>\n\u003cp>The hearing was prompted by two accidents in San Francisco: On New Year's Eve an UberX driver struck three members of a family in a crosswalk, \u003ca href=\"http://ww2.kqed.org/news/2014/01/02/122446/\" target=\"_blank\">killing a 6-year-old girl\u003c/a>. And in January a \u003ca href=\"http://venturebeat.com/2014/01/17/lyft-car-reportedly-in-accident-in-san-francisco-injuring-pedestrian/\" target=\"_blank\">Lyft driver struck an elderly woman\u003c/a>, fracturing her leg.\u003c/p>\n\u003cp>Nobody knows just how many TNC (transportation network company) vehicles are whizzing around town carrying passengers, but the San Francisco Cab Drivers Association, an avowed archenemy of the nascent industry, says it has counted more than 3,000 to date.\u003c/p>\n\u003cp>We interviewed a number of TNC drivers to hear firsthand what they thought about safety issues, and eventually focused on those who drive for UberX, since they were the ones who most frequently described a lack of attention to driver safety and training within the sign-up process.\u003c/p>\n\u003cp>Here are the main points, corroborated by the six UberX drivers we interviewed:\u003c/p>\n\u003cul>\n\u003cli>UberX has not been inspecting drivers' cars, as required by the California Public Utiltiies Commission (CPUC), but simply reviews vehicle photos supplied by the drivers.\u003c/li>\n\u003cli>UberX does not observe applicants actually driving before they are approved to work for the company.\u003c/li>\n\u003cli>UberX applicants receive no training related to safe driving before they are approved.\u003c/li>\n\u003c/ul>\n\u003cp>Other issues emerged as well. Several drivers said that the UberX app, which is provided on a separate cellphone from the driver's personal phone, can be distracting. And two drivers said the ratings that each passenger gives to each driver can lead to unsafe driving, either because of a pressure to chat with riders or to drive faster than is advisable.\u003c/p>\n\u003caside class=\"pullquote alignleft\"> UberX's driver training submission stands out for its brevity — just four paragraphs. \u003c/aside>\n\u003cp>Almost all the interviewees said UberX’s process of signing up many drivers at the same time included no scrutiny or assessment of individuals beyond the background checks mandated by the state. One driver described the process as \"like a cattle call.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cstrong>I\u003c/strong>n a series of emails back and forth with KQED, UberX spokesman Andrew Noyes did not provide direct responses to these specific findings, but did volunteer that “Uber has submitted a proposal to the CPUC that addresses some of the issues you’ve outlined and we’re awaiting their approval.”\u003c/p>\n\u003cp>\u003cstrong>Accidents get supervisors' attention\u003c/strong>\u003c/p>\n\u003cp>On New Year's Eve, while driving for UberX, Syed Muzaffar, 57, of Union City, struck three pedestrians in the Tenderloin, killing 6-year-old Sofia Liu. The girl’s family has since \u003ca href=\"http://ww2.kqed.org/news/2014/01/27/lawyer-filing-suit-against-ride-service-company-uber-in-death-of-6-year-o/\" target=\"_blank\">filed a lawsuit\u003c/a> against Muzaffar and Uber, claiming the driver app runs afoul of California’s distracted-driving laws. Muzaffar had been \u003ca href=\"http://www.bizjournals.com/sanfrancisco/blog/2014/01/uber-uberx-sofia-liu.html?page=all\" target=\"_blank\">convicted of reckless driving\u003c/a> in Florida in 2004, a \u003ca href=\"http://articles.chicagotribune.com/2014-02-14/news/chi-uber-apologizes-for-missing-conviction-in-check-of-driver-20140214_1_chicago-tribune-driver-background\" target=\"_blank\">revelation\u003c/a> that was the first of several concerning \u003ca href=\"http://pando.com/2014/01/06/exclusive-uber-driver-accused-of-assault-passed-zero-tolerance-background-check-despite-criminal-history/\" target=\"_blank\">inadequate background checks\u003c/a> by UberX. (The company has since \u003ca href=\"http://blog.sfgate.com/techchron/2014/02/12/uber-to-vet-drivers-more-thoroughly/\" target=\"_blank\">announced\u003c/a> an upgrade of its vetting process.)\u003c/p>\n\u003cp>Supervisor Jane Kim, whose district includes the intersection where the New Year’s Eve fatality occurred, told KQED that the incident raised “questions regarding the driver training and selection process for the increasing number of ride-share drivers on our city streets. While emerging driver service apps fulfill an important need for flexible on-demand transportation in San Francisco, we must examine a universal baseline of scrutiny and safety oversight for these services.”\u003c/p>\n\u003cp>[soundcloud url=\"https://api.soundcloud.com/tracks/135925422\"]\u003c/p>\n\u003cp>Supervisor Eric Mar, who is organizing the upcoming hearing on March 6, told us “there were questions raised by the Sofia Liu accident and the (Lyft) accident. People want to ensure that drivers are well monitored and there are safety precautions that companies are ensuring. What are the driver training and safety precautions that this new, unregulated industry is adhering to?”\u003c/p>\n\u003cp>\u003cstrong>Driver training?\u003cbr>\n\u003c/strong>\u003c/p>\n\u003cp>The CPUC has made public safety its \u003cem>raison d'etre\u003c/em> for claiming regulatory oversight of the TNCs. In its \u003ca href=\"http://docs.cpuc.ca.gov/PublishedDocs/Published/G000/M077/K192/77192335.PDF\">decision\u003c/a> last year giving \u003ca href=\"http://ww2.kqed.org/news/2013/07/31/cpuc-rideshare-decision/\" target=\"_blank\">the ride-service firms sanction to operate in the state\u003c/a>, the commission wrote that “protecting and enhancing public safety is the paramount purpose behind regulating this industry. We initiated this rule-making for the sole purpose of determining how TNCs affect public safety.”\u003c/p>\n\u003cp>Aside from requiring background checks, one way the CPUC tried to address the issue of public safety was by mandating driver training programs. From Page 27 of the agency's decision:\u003c/p>\n\u003cblockquote>\u003cp>TNCs shall establish a driver training program to ensure that all drivers are safely operating the vehicle prior to the driver being able to offer service. This program must be filed with the Commission within 45 days of the adoption of this decision. TNCs must report to the Commission on an annual basis the number of drivers that became eligible and completed the course.\u003c/p>\u003c/blockquote>\n\u003cp>We obtained these required filings from the CPUC. Below is Uber's, which stands out for its brevity -- just one page, including double spacing and double paragraph breaks. Filing as Rasier, its ride-service subsidiary, Uber submitted under a heading of “\u003ca href=\"//www.scribd.com/doc/203225658/Rasier-Driver-Training-Program%E2%80%9D\" target=\"_blank\">Driver Training Program\u003c/a>” exactly four paragraphs, with the actual steps the company plans to enhance driver training expressed in two sentences:\u003c/p>\n\u003cblockquote>\u003cp>Rasier will also recommend that partners with less than five years of driving history take a driver training course at a school listed in the California DMV’s Occupational License Status Information System database. For each California city where Rasier partners operate, Rasier will provide, during the application or onboarding process, a list of three such local driving schools.\u003c/p>\u003c/blockquote>\n\u003cp> \u003c/p>\n\u003cp>We were a little surprised that the company would submit to its regulatory agency a driver safety plan that can fit on a midsize cocktail napkin. So we asked Uber if they had given the CPUC anything else related to driver training. They said, yes, they had submitted additional materials to the CPUC. At our request, the CPUC went back to double-check, then came back to us with nope, that's all there is.\u003c/p>\n\u003cp>I asked Supervisor Jane Kim what she thought of Uber's skimpy driver-safety filing. She said it didn't surprise her, as \u003ca href=\"http://www.therecorder.com/id=1202625115231/Uber-Tries-to-Hit-Brakes-on-CPUC-Ridesharing-Rules?slreturn=20140119134750\" target=\"_blank\">Uber's appeal\u003c/a> of the CPUC's \"very limited regulations\" was a \"statement in and of itself.\"\u003c/p>\n\u003cp>In contrast to Uber's ultra-short filing, both \u003ca href=\"http://www.scribd.com/doc/203225643/Lyft-CPUC-Report\">Lyft\u003c/a> and \u003ca href=\"http://www.scribd.com/doc/203225680/Sidecar-Driver-Training-Program\">Sidecar\u003c/a> filed documents describing driver training programs that were a little more extensive. Lyft, for instance, now requires applicants to drive with a \"mentor,\" who assesses candidates' suitability. Nathan Rosquist, 32, who has been driving in the Bay Area for Lyft since January, said he drove with his mentor for 30-40 minutes. The mentor also inspected his car. Lyft says these required ride-alongs have been in place since mid-October.\u003c/p>\n\u003cp>\u003cstrong>'You're good to go'\u003cbr>\n\u003c/strong>\u003c/p>\n\u003cp>The UberX drivers we spoke to described the company's driver-safety program as perfunctory. Four of the drivers would talk to us only if we agreed to withhold their names, because they were either afraid their insurance companies would find out they drive commercially or they did not want to jeopardize their standing with UberX.\u003c/p>\n\u003cp>Erika Maldonado, 25, of San Francisco, is a former KQED intern who recently signed up with UberX after the company offered financial incentives to lure away Lyft drivers. Maldonado said there was little if any material about safe driving in Uber's approval process.\u003c/p>\n\u003cp>[contextly_sidebar id=\"3f483b40852154ec4c30952976dd9410\"]\u003c/p>\n\u003cp>“All the training is a video tutorial online that you do at home. Standards for having your car clean, encouraging you to dress your best and look more professional. Some conduct things -- like telling you not to ask for tips or a good rating. And how to use the app.”\u003c/p>\n\u003cp>Tyler Granlund, 31, of Los Angeles, said in his training, he got “just the basics of how to provide the customers good service and what they expect from the driver.”\u003c/p>\n\u003cp>\"It was like a factory,\" said a 27-year-old male driver from Oakland. \"I went in there and in a five-minute turnaround, I was an Uber driver.”\u003c/p>\n\u003cp>\"I went down there and there were just hundreds of people signing up,\" said Mikey, a 32-year-old UberX driver from the East Bay. \"I see someone, he gives me the phone and asks if I saw the training video. He said, 'You’re all good to go.' ”\u003cbr>\n\u003cstrong>\u003c/strong>\u003c/p>\n\u003cp>\u003cstrong>Car inspection by photo\u003cbr>\n\u003c/strong>\u003c/p>\n\u003cp>The CPUC decision requires TNCs to either conduct a 19-point inspection “prior to allowing the driver to operate the vehicle” or to have the vehicle inspected at a facility licensed by the California Bureau of Automotive Repair. None of the drivers we spoke to had anybody from UberX look at ther cars. Instead, UberX requires drivers to upload photos of their vehicles.\u003c/p>\n\u003cp>\"You have to submit photos of every angle of your car, and interior photos,\" said Granlund. \"Those had to be approved before you could drive.”\u003c/p>\n\u003cp>The CPUC inspection mandate includes items such as brakes, steering, headlights, seat belts, muffler and exhaust -- things that would be hard to assess, seemingly, from photos.\u003c/p>\n\u003cp>I asked Eric Mar what he thought about the lack of direct inspection of driver vehicles. “That just highlights how unregulated it is,” he said. “That would make me really nervous, that there’s not a physical inspection.”\u003c/p>\n\u003cp>As far as judging driving abilities, none of the drivers were observed operating their vehicle by anyone from UberX.\u003c/p>\n\u003cp>Uber spokesman Noyes said the company is currently in the process of \"securing a relationship with an inspection service.”\u003c/p>\n\u003cp>\u003cstrong>Are TNCs creating distracted drivers?\u003c/strong>\u003c/p>\n\u003cp>One of the drivers we interviewed is a 40-something who lives in San Francisco and has been driving as many as 40-plus hours a week for UberX since before the CPUC rendered its decision last year. She says she is \"close to quitting\" because she does not believe it's currently possible for TNC drivers to get proper insurance and because she thinks the work is extremely dangerous.\u003c/p>\n\u003caside class=\"pullquote alignleft\"> 'I see a lot of (ride-service) drivers suddenly stopping in the middle of traffic to pick up a rider.'\u003ccite> Uber driver \u003c/cite>\u003c/aside>\n\u003cp>There are a “lot of factors working against” driving safely, she said. \"I’m multitasking a lot. I'm engaging in conversations with strangers in my car, trying to navigate correctly to my destination, paying attention to the GPS if I need it and interacting with the app if I need to. Like most drivers, I tend to drive at the most lucrative times, and those are the most dangerous times because there's the most drivers on the road and the most pedestrians. Every single time I drive I either see an accident, the aftermath, or I will see several near-misses.\"\u003c/p>\n\u003cp>I asked her if she thought there should be more evaluation of drivers by UberX. \"Oh God, yeah,\" she said. She does not believe the company places an emphasis on safe driving.\u003c/p>\n\u003cp>\"Everything they communicate to the driver is about providing the best, most professional, most convenient, expedient service to the rider.\" That, she said, can be at odds with traffic laws, encouraging double-parking or blocking traffic in order to give the customer the closest pickup point.\u003c/p>\n\u003cp>\"There's unspoken pressure from Uber to pick the rider up exactly where they are, as opposed to finding the safest place to pull over. The riders often won’t see you or find you easily unless you pull up right to where they are. I see a lot of (ride-service) drivers suddenly stopping in the middle of traffic to pick up a rider. They don't put on their hazards, don’t give drivers any warning. They’re paying attention to their app.\"\u003c/p>\n\u003cp>She said the notion that the app encourages distracted driving, as asserted in the lawsuit of Sofia Liu's family, is valid, especially when taken in the context of everything else a TNC driver has to contend with.\u003c/p>\n\u003cp>\"It gives you an audible beep when a ride comes through. Most drivers are going to look at where the ride is coming from and decide if they want it based on where it is. You tap it (to accept). Then you have to look at the location of where the person is, figure out where you are and the quickest way to get to them. If you're a smart, safe driver, you’re going to pull over and look at the map. But the truth is you're not always in a circumstance where you can do that, so you’re doing it while driving and navigating traffic.\u003c/p>\n\u003cp>\"Plus you have strangers in your car who are having a conversation with you and ... that’s an important part of having a good rating.\"\u003c/p>\n\u003cfigure id=\"attachment_126925\" class=\"wp-caption alignleft\" style=\"max-width: 307px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/01/8865_transform.jpg\">\u003cimg class=\" wp-image-126925 \" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/01/8865_transform-512x640.jpg\" alt=\"UberX drivers receive a company phone and emblem after signing up. (Jeremy Raff/KQED)\" width=\"307\" height=\"384\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">UberX drivers receive a company phone and emblem after signing up. (Jeremy Raff/KQED) \u003ccite>((Jeremy Raff/KQED))\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Two other drivers who have driven for both UberX and Lyft agreed the app is distracting. “With Uber more than Lyft, it creates a distraction because you are using two phones, one to accept a request and another to navigate and call the passenger,” one driver said. “Lyft has a navigation installed in their app so there's less fumbling between phones, but both systems typically lead to drivers looking at their phones. Unless you are pulled over between every request, it is impossible to avoid.”\u003c/p>\n\u003cp>\"You're scrambling between two different phones, various apps, busy streets, etc.,” said another driver. “I'd say probably not the safest.”\u003c/p>\n\u003cp>The driver from San Francisco also thinks Uber's habit of raising fares in areas with the most demand, called \"surge pricing,\" encourages unsafe driving. Surge pricing comes into play at periods of peak demand, such as on New Year's Eve or during storms.\u003c/p>\n\u003cp>\"When there’s high surge pricing there’s intense incentive to get to the part of town where it’s happening. If you’re in the Sunset and you see that you're going to be paid three or four times better downtown, you want to get downtown as fast as you can. Surge pricing on New Year's Eve was crazy, six times (the regular price) in a four-block radius downtown, and the next block only two times. I can tell you, even as someone who works extra hard to be a super-paranoid defensive driver, when you see surge pricing go on, you want to get to that area the fastest you can, and you’re paying attention on the phone where the surge pricing is.\"\u003c/p>\n\u003cp>\u003cstrong> City officials want local regulations\u003cbr>\n\u003c/strong>\u003c/p>\n\u003cp>Since everyone has their favorite story of a San Francisco cab driver re-enacting the \u003ca href=\"https://www.youtube.com/watch?v=UBLOLi_Ex-Q\" target=\"_blank\">chase scene\u003c/a> from “Bullitt,” you may be wondering by now if taxis are any better. To be fair, a couple of our UberX interviewees who were very critical of the company's lack of attention to driver safety also said they've seen taxis driving as recklessly as or worse than TNCs. But one thing to keep in mind: There are just 1,900 licensed cabs in the city, while no caps exist on the number of ride-service drivers.\u003c/p>\n\u003cp>Cab drivers are also required to go to “taxi school” before being certified. But Christiane Hayashi, director of Taxis and Accessible Services for the SFMTA, said that until now, no discernible standards for taxi schools have been in effect.\u003c/p>\n\u003cp>So, earlier this month the agency rolled out a \u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/01/TDT-101-Driver-Training-School-Cert1.pdf\" target=\"_blank\">new set of taxi-school standards\u003c/a>. These stipulate course length, instructor credentials, curriculum and testing. Courses must last a minimum of 28 hours, and the SFMTA has laid out specific time requirements for topics like maps/routes/locations, the California Vehicle Code and traffic safety, pedestrian safety, and taxi rules and regulations.\u003c/p>\n\u003cp>This is the sort of requirement that city officials would like to see applied to ride-service firms.\u003c/p>\n\u003cp>\"I believe (TNCs) fulfill a need,\" said Supervisor Kim. \"But I believe that regulations (the city) holds taxicabs to will make them better. They should be held to the same standards that our taxi drivers are.\"\u003c/p>\n\u003cp>Mar said his March hearing will address “what authority we have locally to protect public safety” when it comes to TNCs.\u003c/p>\n\u003cp>But unlike in Seattle, where the city is \u003ca href=\"http://www.geekwire.com/2014/seattles-updated-ride-sharing-ordinance/\" target=\"_blank\">considering putting limits\u003c/a> on the number of ride-service drivers, or Chicago, where a \u003ca href=\"http://www.wbez.org/news/city-moves-regulate-rideshare-companies-109639\" target=\"_blank\">per-driver fee is under consideration\u003c/a>, the city may not have much recourse except to push the CPUC for stricter regulations.\u003c/p>\n\u003cp>For now, in battling regulations around the country, \u003ca href=\"http://www.geekwire.com/2014/seattle-ride-sharing-innovation/\" target=\"_blank\">Lyft CEO John Zimmer has pointed to California\u003c/a> as a model of what ride-service regulation should look like.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp> \u003c/p>\n\n","blocks":[],"excerpt":"Some who have driven for the service raise concerns over distracted driving and safety issues.","status":"publish","parent":0,"modified":1420844065,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":60,"wordCount":2857},"headData":{"title":"What UberX Drivers Are Saying About Their Training and Safety Issues | KQED","description":"Some who have driven for the service raise concerns over distracted driving and safety issues.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"NewsArticle","headline":"What UberX Drivers Are Saying About Their Training and Safety Issues","datePublished":"2014-02-20T16:00:07.000Z","dateModified":"2015-01-09T22:54:25.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png","isAccessibleForFree":"Y","publisher":{"@type":"NewsMediaOrganization","@id":"https://www.kqed.org/#organization","name":"KQED","url":"https://www.kqed.org","logo":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}}},"disqusIdentifier":"124860 http://ww2.kqed.org/news/?p=124860","disqusUrl":"https://ww2.kqed.org/news/2014/02/20/uberx-provides-no-training-to-its-drivers-and-does-not-inspect-their-cars/","disqusTitle":"What UberX Drivers Are Saying About Their Training and Safety Issues","customPermalink":"2014/01/30/lyft-uberx-driver-safety/","path":"/news/124860/uberx-provides-no-training-to-its-drivers-and-does-not-inspect-their-cars","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_126917\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/01/RS8866_UberX_3-lpr.jpg\">\u003cimg class=\"size-medium wp-image-126917\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/01/RS8866_UberX_3-lpr-640x426.jpg\" alt=\"The California Public Utilities Commission requires Transportation Network Companies like UberX to display signage. (Jeremy Raff/KQED)\" width=\"640\" height=\"426\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The California Public Utilities Commission requires transportation network companies like UberX to display signage. (Jeremy Raff/KQED) \u003ccite>(Jeremy Raff/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cspan style=\"font-size: 4.6875em;float: left;line-height: 0.733em;padding: 0.05em 0.1em 0 0;font-family: times, serif, georgia\">O\u003c/span>n March 6, the \u003ca href=\"http://www.sfbos.org/index.aspx?page=13992\" target=\"_blank\">Neighborhood Services and Safety Committee\u003c/a> of the San Francisco Board of Supervisors will hold a hearing on safety issues related to ride-service companies like Lyft and UberX.\u003c/p>\n\u003cp>The hearing was prompted by two accidents in San Francisco: On New Year's Eve an UberX driver struck three members of a family in a crosswalk, \u003ca href=\"http://ww2.kqed.org/news/2014/01/02/122446/\" target=\"_blank\">killing a 6-year-old girl\u003c/a>. And in January a \u003ca href=\"http://venturebeat.com/2014/01/17/lyft-car-reportedly-in-accident-in-san-francisco-injuring-pedestrian/\" target=\"_blank\">Lyft driver struck an elderly woman\u003c/a>, fracturing her leg.\u003c/p>\n\u003cp>Nobody knows just how many TNC (transportation network company) vehicles are whizzing around town carrying passengers, but the San Francisco Cab Drivers Association, an avowed archenemy of the nascent industry, says it has counted more than 3,000 to date.\u003c/p>\n\u003cp>We interviewed a number of TNC drivers to hear firsthand what they thought about safety issues, and eventually focused on those who drive for UberX, since they were the ones who most frequently described a lack of attention to driver safety and training within the sign-up process.\u003c/p>\n\u003cp>Here are the main points, corroborated by the six UberX drivers we interviewed:\u003c/p>\n\u003cul>\n\u003cli>UberX has not been inspecting drivers' cars, as required by the California Public Utiltiies Commission (CPUC), but simply reviews vehicle photos supplied by the drivers.\u003c/li>\n\u003cli>UberX does not observe applicants actually driving before they are approved to work for the company.\u003c/li>\n\u003cli>UberX applicants receive no training related to safe driving before they are approved.\u003c/li>\n\u003c/ul>\n\u003cp>Other issues emerged as well. Several drivers said that the UberX app, which is provided on a separate cellphone from the driver's personal phone, can be distracting. And two drivers said the ratings that each passenger gives to each driver can lead to unsafe driving, either because of a pressure to chat with riders or to drive faster than is advisable.\u003c/p>\n\u003caside class=\"pullquote alignleft\"> UberX's driver training submission stands out for its brevity — just four paragraphs. \u003c/aside>\n\u003cp>Almost all the interviewees said UberX’s process of signing up many drivers at the same time included no scrutiny or assessment of individuals beyond the background checks mandated by the state. One driver described the process as \"like a cattle call.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>I\u003c/strong>n a series of emails back and forth with KQED, UberX spokesman Andrew Noyes did not provide direct responses to these specific findings, but did volunteer that “Uber has submitted a proposal to the CPUC that addresses some of the issues you’ve outlined and we’re awaiting their approval.”\u003c/p>\n\u003cp>\u003cstrong>Accidents get supervisors' attention\u003c/strong>\u003c/p>\n\u003cp>On New Year's Eve, while driving for UberX, Syed Muzaffar, 57, of Union City, struck three pedestrians in the Tenderloin, killing 6-year-old Sofia Liu. The girl’s family has since \u003ca href=\"http://ww2.kqed.org/news/2014/01/27/lawyer-filing-suit-against-ride-service-company-uber-in-death-of-6-year-o/\" target=\"_blank\">filed a lawsuit\u003c/a> against Muzaffar and Uber, claiming the driver app runs afoul of California’s distracted-driving laws. Muzaffar had been \u003ca href=\"http://www.bizjournals.com/sanfrancisco/blog/2014/01/uber-uberx-sofia-liu.html?page=all\" target=\"_blank\">convicted of reckless driving\u003c/a> in Florida in 2004, a \u003ca href=\"http://articles.chicagotribune.com/2014-02-14/news/chi-uber-apologizes-for-missing-conviction-in-check-of-driver-20140214_1_chicago-tribune-driver-background\" target=\"_blank\">revelation\u003c/a> that was the first of several concerning \u003ca href=\"http://pando.com/2014/01/06/exclusive-uber-driver-accused-of-assault-passed-zero-tolerance-background-check-despite-criminal-history/\" target=\"_blank\">inadequate background checks\u003c/a> by UberX. (The company has since \u003ca href=\"http://blog.sfgate.com/techchron/2014/02/12/uber-to-vet-drivers-more-thoroughly/\" target=\"_blank\">announced\u003c/a> an upgrade of its vetting process.)\u003c/p>\n\u003cp>Supervisor Jane Kim, whose district includes the intersection where the New Year’s Eve fatality occurred, told KQED that the incident raised “questions regarding the driver training and selection process for the increasing number of ride-share drivers on our city streets. While emerging driver service apps fulfill an important need for flexible on-demand transportation in San Francisco, we must examine a universal baseline of scrutiny and safety oversight for these services.”\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cdiv class='utils-parseShortcode-shortcodes-__shortcodes__shortcodeWrapper'>\n \u003ciframe width='undefined' height='undefined'\n scrolling='no' frameborder='no'\n src='https://w.soundcloud.com/player/?url=https://api.soundcloud.com/tracks/135925422&visual=true&undefined'\n title='https://api.soundcloud.com/tracks/135925422'>\n \u003c/iframe>\n \u003c/div>\u003c/p>\u003cp>\u003c/p>\n\u003cp>Supervisor Eric Mar, who is organizing the upcoming hearing on March 6, told us “there were questions raised by the Sofia Liu accident and the (Lyft) accident. People want to ensure that drivers are well monitored and there are safety precautions that companies are ensuring. What are the driver training and safety precautions that this new, unregulated industry is adhering to?”\u003c/p>\n\u003cp>\u003cstrong>Driver training?\u003cbr>\n\u003c/strong>\u003c/p>\n\u003cp>The CPUC has made public safety its \u003cem>raison d'etre\u003c/em> for claiming regulatory oversight of the TNCs. In its \u003ca href=\"http://docs.cpuc.ca.gov/PublishedDocs/Published/G000/M077/K192/77192335.PDF\">decision\u003c/a> last year giving \u003ca href=\"http://ww2.kqed.org/news/2013/07/31/cpuc-rideshare-decision/\" target=\"_blank\">the ride-service firms sanction to operate in the state\u003c/a>, the commission wrote that “protecting and enhancing public safety is the paramount purpose behind regulating this industry. We initiated this rule-making for the sole purpose of determining how TNCs affect public safety.”\u003c/p>\n\u003cp>Aside from requiring background checks, one way the CPUC tried to address the issue of public safety was by mandating driver training programs. From Page 27 of the agency's decision:\u003c/p>\n\u003cblockquote>\u003cp>TNCs shall establish a driver training program to ensure that all drivers are safely operating the vehicle prior to the driver being able to offer service. This program must be filed with the Commission within 45 days of the adoption of this decision. TNCs must report to the Commission on an annual basis the number of drivers that became eligible and completed the course.\u003c/p>\u003c/blockquote>\n\u003cp>We obtained these required filings from the CPUC. Below is Uber's, which stands out for its brevity -- just one page, including double spacing and double paragraph breaks. Filing as Rasier, its ride-service subsidiary, Uber submitted under a heading of “\u003ca href=\"//www.scribd.com/doc/203225658/Rasier-Driver-Training-Program%E2%80%9D\" target=\"_blank\">Driver Training Program\u003c/a>” exactly four paragraphs, with the actual steps the company plans to enhance driver training expressed in two sentences:\u003c/p>\n\u003cblockquote>\u003cp>Rasier will also recommend that partners with less than five years of driving history take a driver training course at a school listed in the California DMV’s Occupational License Status Information System database. For each California city where Rasier partners operate, Rasier will provide, during the application or onboarding process, a list of three such local driving schools.\u003c/p>\u003c/blockquote>\n\u003cp> \u003c/p>\n\u003cp>We were a little surprised that the company would submit to its regulatory agency a driver safety plan that can fit on a midsize cocktail napkin. So we asked Uber if they had given the CPUC anything else related to driver training. They said, yes, they had submitted additional materials to the CPUC. At our request, the CPUC went back to double-check, then came back to us with nope, that's all there is.\u003c/p>\n\u003cp>I asked Supervisor Jane Kim what she thought of Uber's skimpy driver-safety filing. She said it didn't surprise her, as \u003ca href=\"http://www.therecorder.com/id=1202625115231/Uber-Tries-to-Hit-Brakes-on-CPUC-Ridesharing-Rules?slreturn=20140119134750\" target=\"_blank\">Uber's appeal\u003c/a> of the CPUC's \"very limited regulations\" was a \"statement in and of itself.\"\u003c/p>\n\u003cp>In contrast to Uber's ultra-short filing, both \u003ca href=\"http://www.scribd.com/doc/203225643/Lyft-CPUC-Report\">Lyft\u003c/a> and \u003ca href=\"http://www.scribd.com/doc/203225680/Sidecar-Driver-Training-Program\">Sidecar\u003c/a> filed documents describing driver training programs that were a little more extensive. Lyft, for instance, now requires applicants to drive with a \"mentor,\" who assesses candidates' suitability. Nathan Rosquist, 32, who has been driving in the Bay Area for Lyft since January, said he drove with his mentor for 30-40 minutes. The mentor also inspected his car. Lyft says these required ride-alongs have been in place since mid-October.\u003c/p>\n\u003cp>\u003cstrong>'You're good to go'\u003cbr>\n\u003c/strong>\u003c/p>\n\u003cp>The UberX drivers we spoke to described the company's driver-safety program as perfunctory. Four of the drivers would talk to us only if we agreed to withhold their names, because they were either afraid their insurance companies would find out they drive commercially or they did not want to jeopardize their standing with UberX.\u003c/p>\n\u003cp>Erika Maldonado, 25, of San Francisco, is a former KQED intern who recently signed up with UberX after the company offered financial incentives to lure away Lyft drivers. Maldonado said there was little if any material about safe driving in Uber's approval process.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>“All the training is a video tutorial online that you do at home. Standards for having your car clean, encouraging you to dress your best and look more professional. Some conduct things -- like telling you not to ask for tips or a good rating. And how to use the app.”\u003c/p>\n\u003cp>Tyler Granlund, 31, of Los Angeles, said in his training, he got “just the basics of how to provide the customers good service and what they expect from the driver.”\u003c/p>\n\u003cp>\"It was like a factory,\" said a 27-year-old male driver from Oakland. \"I went in there and in a five-minute turnaround, I was an Uber driver.”\u003c/p>\n\u003cp>\"I went down there and there were just hundreds of people signing up,\" said Mikey, a 32-year-old UberX driver from the East Bay. \"I see someone, he gives me the phone and asks if I saw the training video. He said, 'You’re all good to go.' ”\u003cbr>\n\u003cstrong>\u003c/strong>\u003c/p>\n\u003cp>\u003cstrong>Car inspection by photo\u003cbr>\n\u003c/strong>\u003c/p>\n\u003cp>The CPUC decision requires TNCs to either conduct a 19-point inspection “prior to allowing the driver to operate the vehicle” or to have the vehicle inspected at a facility licensed by the California Bureau of Automotive Repair. None of the drivers we spoke to had anybody from UberX look at ther cars. Instead, UberX requires drivers to upload photos of their vehicles.\u003c/p>\n\u003cp>\"You have to submit photos of every angle of your car, and interior photos,\" said Granlund. \"Those had to be approved before you could drive.”\u003c/p>\n\u003cp>The CPUC inspection mandate includes items such as brakes, steering, headlights, seat belts, muffler and exhaust -- things that would be hard to assess, seemingly, from photos.\u003c/p>\n\u003cp>I asked Eric Mar what he thought about the lack of direct inspection of driver vehicles. “That just highlights how unregulated it is,” he said. “That would make me really nervous, that there’s not a physical inspection.”\u003c/p>\n\u003cp>As far as judging driving abilities, none of the drivers were observed operating their vehicle by anyone from UberX.\u003c/p>\n\u003cp>Uber spokesman Noyes said the company is currently in the process of \"securing a relationship with an inspection service.”\u003c/p>\n\u003cp>\u003cstrong>Are TNCs creating distracted drivers?\u003c/strong>\u003c/p>\n\u003cp>One of the drivers we interviewed is a 40-something who lives in San Francisco and has been driving as many as 40-plus hours a week for UberX since before the CPUC rendered its decision last year. She says she is \"close to quitting\" because she does not believe it's currently possible for TNC drivers to get proper insurance and because she thinks the work is extremely dangerous.\u003c/p>\n\u003caside class=\"pullquote alignleft\"> 'I see a lot of (ride-service) drivers suddenly stopping in the middle of traffic to pick up a rider.'\u003ccite> Uber driver \u003c/cite>\u003c/aside>\n\u003cp>There are a “lot of factors working against” driving safely, she said. \"I’m multitasking a lot. I'm engaging in conversations with strangers in my car, trying to navigate correctly to my destination, paying attention to the GPS if I need it and interacting with the app if I need to. Like most drivers, I tend to drive at the most lucrative times, and those are the most dangerous times because there's the most drivers on the road and the most pedestrians. Every single time I drive I either see an accident, the aftermath, or I will see several near-misses.\"\u003c/p>\n\u003cp>I asked her if she thought there should be more evaluation of drivers by UberX. \"Oh God, yeah,\" she said. She does not believe the company places an emphasis on safe driving.\u003c/p>\n\u003cp>\"Everything they communicate to the driver is about providing the best, most professional, most convenient, expedient service to the rider.\" That, she said, can be at odds with traffic laws, encouraging double-parking or blocking traffic in order to give the customer the closest pickup point.\u003c/p>\n\u003cp>\"There's unspoken pressure from Uber to pick the rider up exactly where they are, as opposed to finding the safest place to pull over. The riders often won’t see you or find you easily unless you pull up right to where they are. I see a lot of (ride-service) drivers suddenly stopping in the middle of traffic to pick up a rider. They don't put on their hazards, don’t give drivers any warning. They’re paying attention to their app.\"\u003c/p>\n\u003cp>She said the notion that the app encourages distracted driving, as asserted in the lawsuit of Sofia Liu's family, is valid, especially when taken in the context of everything else a TNC driver has to contend with.\u003c/p>\n\u003cp>\"It gives you an audible beep when a ride comes through. Most drivers are going to look at where the ride is coming from and decide if they want it based on where it is. You tap it (to accept). Then you have to look at the location of where the person is, figure out where you are and the quickest way to get to them. If you're a smart, safe driver, you’re going to pull over and look at the map. But the truth is you're not always in a circumstance where you can do that, so you’re doing it while driving and navigating traffic.\u003c/p>\n\u003cp>\"Plus you have strangers in your car who are having a conversation with you and ... that’s an important part of having a good rating.\"\u003c/p>\n\u003cfigure id=\"attachment_126925\" class=\"wp-caption alignleft\" style=\"max-width: 307px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/01/8865_transform.jpg\">\u003cimg class=\" wp-image-126925 \" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/01/8865_transform-512x640.jpg\" alt=\"UberX drivers receive a company phone and emblem after signing up. (Jeremy Raff/KQED)\" width=\"307\" height=\"384\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">UberX drivers receive a company phone and emblem after signing up. (Jeremy Raff/KQED) \u003ccite>((Jeremy Raff/KQED))\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Two other drivers who have driven for both UberX and Lyft agreed the app is distracting. “With Uber more than Lyft, it creates a distraction because you are using two phones, one to accept a request and another to navigate and call the passenger,” one driver said. “Lyft has a navigation installed in their app so there's less fumbling between phones, but both systems typically lead to drivers looking at their phones. Unless you are pulled over between every request, it is impossible to avoid.”\u003c/p>\n\u003cp>\"You're scrambling between two different phones, various apps, busy streets, etc.,” said another driver. “I'd say probably not the safest.”\u003c/p>\n\u003cp>The driver from San Francisco also thinks Uber's habit of raising fares in areas with the most demand, called \"surge pricing,\" encourages unsafe driving. Surge pricing comes into play at periods of peak demand, such as on New Year's Eve or during storms.\u003c/p>\n\u003cp>\"When there’s high surge pricing there’s intense incentive to get to the part of town where it’s happening. If you’re in the Sunset and you see that you're going to be paid three or four times better downtown, you want to get downtown as fast as you can. Surge pricing on New Year's Eve was crazy, six times (the regular price) in a four-block radius downtown, and the next block only two times. I can tell you, even as someone who works extra hard to be a super-paranoid defensive driver, when you see surge pricing go on, you want to get to that area the fastest you can, and you’re paying attention on the phone where the surge pricing is.\"\u003c/p>\n\u003cp>\u003cstrong> City officials want local regulations\u003cbr>\n\u003c/strong>\u003c/p>\n\u003cp>Since everyone has their favorite story of a San Francisco cab driver re-enacting the \u003ca href=\"https://www.youtube.com/watch?v=UBLOLi_Ex-Q\" target=\"_blank\">chase scene\u003c/a> from “Bullitt,” you may be wondering by now if taxis are any better. To be fair, a couple of our UberX interviewees who were very critical of the company's lack of attention to driver safety also said they've seen taxis driving as recklessly as or worse than TNCs. But one thing to keep in mind: There are just 1,900 licensed cabs in the city, while no caps exist on the number of ride-service drivers.\u003c/p>\n\u003cp>Cab drivers are also required to go to “taxi school” before being certified. But Christiane Hayashi, director of Taxis and Accessible Services for the SFMTA, said that until now, no discernible standards for taxi schools have been in effect.\u003c/p>\n\u003cp>So, earlier this month the agency rolled out a \u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/01/TDT-101-Driver-Training-School-Cert1.pdf\" target=\"_blank\">new set of taxi-school standards\u003c/a>. These stipulate course length, instructor credentials, curriculum and testing. Courses must last a minimum of 28 hours, and the SFMTA has laid out specific time requirements for topics like maps/routes/locations, the California Vehicle Code and traffic safety, pedestrian safety, and taxi rules and regulations.\u003c/p>\n\u003cp>This is the sort of requirement that city officials would like to see applied to ride-service firms.\u003c/p>\n\u003cp>\"I believe (TNCs) fulfill a need,\" said Supervisor Kim. \"But I believe that regulations (the city) holds taxicabs to will make them better. They should be held to the same standards that our taxi drivers are.\"\u003c/p>\n\u003cp>Mar said his March hearing will address “what authority we have locally to protect public safety” when it comes to TNCs.\u003c/p>\n\u003cp>But unlike in Seattle, where the city is \u003ca href=\"http://www.geekwire.com/2014/seattles-updated-ride-sharing-ordinance/\" target=\"_blank\">considering putting limits\u003c/a> on the number of ride-service drivers, or Chicago, where a \u003ca href=\"http://www.wbez.org/news/city-moves-regulate-rideshare-companies-109639\" target=\"_blank\">per-driver fee is under consideration\u003c/a>, the city may not have much recourse except to push the CPUC for stricter regulations.\u003c/p>\n\u003cp>For now, in battling regulations around the country, \u003ca href=\"http://www.geekwire.com/2014/seattle-ride-sharing-innovation/\" target=\"_blank\">Lyft CEO John Zimmer has pointed to California\u003c/a> as a model of what ride-service regulation should look like.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"floatright"},"numeric":["floatright"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp> \u003c/p>\n\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/news/124860/uberx-provides-no-training-to-its-drivers-and-does-not-inspect-their-cars","authors":["80"],"programs":["news_6944"],"categories":["news_8","news_1397"],"tags":["news_4524","news_38","news_4940","news_4953"],"featImg":"news_126917","label":"news_6944"},"news_122972":{"type":"posts","id":"news_122972","meta":{"index":"posts_1591205157","site":"news","id":"122972","score":null,"sort":[1389223037000]},"guestAuthors":[],"slug":"taxi-activists-want-insurance-crackdown-on-ride-share-companies","title":"Taxi Drivers Want San Francisco to Crack Down on 'Ride Share' Insurance ","publishDate":1389223037,"format":"aside","headTitle":"News Fix | KQED News","labelTerm":{"term":6944,"site":"news"},"content":"\u003cfigure id=\"attachment_122545\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/2014/01/02/news-pix-tenderloin-pedestrian-memorial-anti-gentrification-protest-and-new-years-traditions/n-of-polk-and-ellis-streets-2/\" rel=\"attachment wp-att-122545\">\u003cimg class=\"size-medium wp-image-122545\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/01/ped-memorial2-640x450.jpg\" alt=\"A memorial at the intersection of Polk and Ellis streets in San Francisco, where a 6-year-old girl was struck by a car and killed on New Year’s Eve. (Sara Bloomberg/KQED)\" width=\"640\" height=\"450\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A memorial at the intersection of Polk and Ellis streets in San Francisco, where a 6-year-old girl was struck by a car and killed on New Year’s Eve. (Sara Bloomberg/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>We \u003ca href=\"http://ww2.kqed.org/news/2014/01/02/122446/\" target=\"_blank\">told you last week \u003c/a>about the repercussions from a New Year's Eve tragedy in which a driver for smartphone ride service UberX struck a mother and two children in a San Francisco crosswalk. One of the children, Sophia Liu, 6, was killed.\u003c/p>\n\u003cp>[contextly_sidebar id=\"d8f086c14fb86d9f3f640b0a4d443e29\"]\u003c/p>\n\u003cp>UberX acknowledged the driver, whom police identified as Syed Muzzafar of Union City, was a \"partner,\" though it said he was not making a trip for the company at the time of the incident. Police arrested Muzzafar on suspicion of vehicular manslaughter, and he was later released after posting bail.\u003c/p>\n\u003cp>The death highlighted an issue that both taxi companies and their drivers have been raising as the ride services — including Lyft, Sidecar, UberX and others — become more popular. Namely: Are the services adequately insured?\u003c/p>\n\u003cp>Later today, we're going to hear that question asked very loudly at City Hall. Members of the \u003ca href=\"http://www.sfcda.org/\" target=\"_blank\">San Francisco Cab Drivers Association\u003c/a> promise to appear at \u003ca href=\"http://sf-police.org/index.aspx?page=4444\" target=\"_blank\">this evening's meeting of the Police Commission\u003c/a> to demand the city enforce its insurance requirements on drivers and vehicles operating as part of the smartphone ride services.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The California Public Utility Commission requires the ride services, which it has dubbed transportation network companies(TNCs), to carry policies that provide $1 million in liability coverage per incident. But as KQED's \u003ca href=\"http://ww2.kqed.org/news/2013/11/14/who-pays-when-ride-share-driver-crashes\" target=\"_blank\">Jon Brooks has reported\u003c/a>, a lot is unknown about the TNC insurance policies. For instance:\u003c/p>\n\u003cul>\n\u003cli>The TNCs provide \"excess\" instead of \"primary\" insurance coverage. The policies are designed to pay for claims uncovered by other insurance -- say, a driver's personal auto insurance policy.\u003c/li>\n\u003cli>The TNCs have said drivers' personal insurance policies will cover some claims if there's an accident; the insurance industry says those policies won't provide any coverage.\u003c/li>\n\u003cli>The insurance industry says ride-service drivers will have to buy commercial insurance to be covered when they're driving for hire and maybe even when they're not.\u003c/li>\n\u003c/ul>\n\u003cp>As a result of the uncertainty surrounding the insurance policies, some TNC drivers say they keep their status secret from their insurers. The taxi industry says the situation leaves the public unprotected. Barry Korengold, president of the cab drivers association, said in a statement today, \"If this practice is knowingly allowed to continue, the city of San Francisco must bear financial responsibility for accidents such as the tragedy that occurred this past New Year's Eve.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>For their part, the ride-service companies say their insurance is adequate and that drivers and passengers are protected.\u003c/p>\n\n","blocks":[],"excerpt":"After New Year's Eve fatality involving a 'ride share' driver, taxi operators want city to take action. ","status":"publish","parent":0,"modified":1389310489,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":10,"wordCount":454},"headData":{"title":"Taxi Drivers Want San Francisco to Crack Down on 'Ride Share' Insurance | KQED","description":"After New Year's Eve fatality involving a 'ride share' driver, taxi operators want city to take action. ","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"NewsArticle","headline":"Taxi Drivers Want San Francisco to Crack Down on 'Ride Share' Insurance ","datePublished":"2014-01-08T23:17:17.000Z","dateModified":"2014-01-09T23:34:49.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png","isAccessibleForFree":"Y","publisher":{"@type":"NewsMediaOrganization","@id":"https://www.kqed.org/#organization","name":"KQED","url":"https://www.kqed.org","logo":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}}},"disqusIdentifier":"122972 http://ww2.kqed.org/news/?p=122972","disqusUrl":"https://ww2.kqed.org/news/2014/01/08/taxi-activists-want-insurance-crackdown-on-ride-share-companies/","disqusTitle":"Taxi Drivers Want San Francisco to Crack Down on 'Ride Share' Insurance ","customPermalink":"2014/01/08/taxi-drivers-want-insurance-crackdown-on-ride-share-companies/","path":"/news/122972/taxi-activists-want-insurance-crackdown-on-ride-share-companies","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_122545\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/2014/01/02/news-pix-tenderloin-pedestrian-memorial-anti-gentrification-protest-and-new-years-traditions/n-of-polk-and-ellis-streets-2/\" rel=\"attachment wp-att-122545\">\u003cimg class=\"size-medium wp-image-122545\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/01/ped-memorial2-640x450.jpg\" alt=\"A memorial at the intersection of Polk and Ellis streets in San Francisco, where a 6-year-old girl was struck by a car and killed on New Year’s Eve. (Sara Bloomberg/KQED)\" width=\"640\" height=\"450\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A memorial at the intersection of Polk and Ellis streets in San Francisco, where a 6-year-old girl was struck by a car and killed on New Year’s Eve. (Sara Bloomberg/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>We \u003ca href=\"http://ww2.kqed.org/news/2014/01/02/122446/\" target=\"_blank\">told you last week \u003c/a>about the repercussions from a New Year's Eve tragedy in which a driver for smartphone ride service UberX struck a mother and two children in a San Francisco crosswalk. One of the children, Sophia Liu, 6, was killed.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>UberX acknowledged the driver, whom police identified as Syed Muzzafar of Union City, was a \"partner,\" though it said he was not making a trip for the company at the time of the incident. Police arrested Muzzafar on suspicion of vehicular manslaughter, and he was later released after posting bail.\u003c/p>\n\u003cp>The death highlighted an issue that both taxi companies and their drivers have been raising as the ride services — including Lyft, Sidecar, UberX and others — become more popular. Namely: Are the services adequately insured?\u003c/p>\n\u003cp>Later today, we're going to hear that question asked very loudly at City Hall. Members of the \u003ca href=\"http://www.sfcda.org/\" target=\"_blank\">San Francisco Cab Drivers Association\u003c/a> promise to appear at \u003ca href=\"http://sf-police.org/index.aspx?page=4444\" target=\"_blank\">this evening's meeting of the Police Commission\u003c/a> to demand the city enforce its insurance requirements on drivers and vehicles operating as part of the smartphone ride services.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The California Public Utility Commission requires the ride services, which it has dubbed transportation network companies(TNCs), to carry policies that provide $1 million in liability coverage per incident. But as KQED's \u003ca href=\"http://ww2.kqed.org/news/2013/11/14/who-pays-when-ride-share-driver-crashes\" target=\"_blank\">Jon Brooks has reported\u003c/a>, a lot is unknown about the TNC insurance policies. For instance:\u003c/p>\n\u003cul>\n\u003cli>The TNCs provide \"excess\" instead of \"primary\" insurance coverage. The policies are designed to pay for claims uncovered by other insurance -- say, a driver's personal auto insurance policy.\u003c/li>\n\u003cli>The TNCs have said drivers' personal insurance policies will cover some claims if there's an accident; the insurance industry says those policies won't provide any coverage.\u003c/li>\n\u003cli>The insurance industry says ride-service drivers will have to buy commercial insurance to be covered when they're driving for hire and maybe even when they're not.\u003c/li>\n\u003c/ul>\n\u003cp>As a result of the uncertainty surrounding the insurance policies, some TNC drivers say they keep their status secret from their insurers. The taxi industry says the situation leaves the public unprotected. Barry Korengold, president of the cab drivers association, said in a statement today, \"If this practice is knowingly allowed to continue, the city of San Francisco must bear financial responsibility for accidents such as the tragedy that occurred this past New Year's Eve.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>For their part, the ride-service companies say their insurance is adequate and that drivers and passengers are protected.\u003c/p>\n\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/news/122972/taxi-activists-want-insurance-crackdown-on-ride-share-companies","authors":["222"],"programs":["news_6944"],"categories":["news_8","news_1397"],"tags":["news_4524","news_4658","news_4940","news_3078","news_2024","news_4952","news_4523","news_4953"],"featImg":"news_122545","label":"news_6944"}},"programsReducer":{"possible":{"id":"possible","title":"Possible","info":"Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.","airtime":"SUN 2pm","imageSrc":"https://cdn.kqed.org/wp-content/uploads/2024/04/Possible-Podcast-Tile-360x360-1.jpg","officialWebsiteLink":"https://www.possible.fm/","meta":{"site":"news","source":"Possible"},"link":"/radio/program/possible","subscribe":{"apple":"https://podcasts.apple.com/us/podcast/possible/id1677184070","spotify":"https://open.spotify.com/show/730YpdUSNlMyPQwNnyjp4k"}},"1a":{"id":"1a","title":"1A","info":"1A is home to the national conversation. 1A brings on great guests and frames the best debate in ways that make you think, share and engage.","airtime":"MON-THU 11pm-12am","imageSrc":"https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/1a.jpg","officialWebsiteLink":"https://the1a.org/","meta":{"site":"news","source":"npr"},"link":"/radio/program/1a","subscribe":{"npr":"https://rpb3r.app.goo.gl/RBrW","apple":"https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=1188724250&at=11l79Y&ct=nprdirectory","tuneIn":"https://tunein.com/radio/1A-p947376/","rss":"https://feeds.npr.org/510316/podcast.xml"}},"all-things-considered":{"id":"all-things-considered","title":"All Things Considered","info":"Every weekday, \u003cem>All Things Considered\u003c/em> hosts Robert Siegel, Audie Cornish, Ari Shapiro, and Kelly McEvers present the program's trademark mix of news, interviews, commentaries, reviews, and offbeat features. Michel Martin hosts on the weekends.","airtime":"MON-FRI 1pm-2pm, 4:30pm-6:30pm\u003cbr />SAT-SUN 5pm-6pm","imageSrc":"https://cdn.kqed.org/wp-content/uploads/2024/04/All-Things-Considered-Podcast-Tile-360x360-1.jpg","officialWebsiteLink":"https://www.npr.org/programs/all-things-considered/","meta":{"site":"news","source":"npr"},"link":"/radio/program/all-things-considered"},"american-suburb-podcast":{"id":"american-suburb-podcast","title":"American Suburb: The Podcast","tagline":"The flip side of gentrification, told through one town","info":"Gentrification is changing cities across America, forcing people from neighborhoods they have long called home. Call them the displaced. Now those priced out of the Bay Area are looking for a better life in an unlikely place. American Suburb follows this migration to one California town along the Delta, 45 miles from San Francisco. But is this once sleepy suburb ready for them?","imageSrc":"https://cdn.kqed.org/wp-content/uploads/2024/04/American-Suburb-Podcast-Tile-703x703-1.jpg","officialWebsiteLink":"/news/series/american-suburb-podcast","meta":{"site":"news","source":"kqed","order":"13"},"link":"/news/series/american-suburb-podcast/","subscribe":{"npr":"https://rpb3r.app.goo.gl/RBrW","apple":"https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?mt=2&id=1287748328","tuneIn":"https://tunein.com/radio/American-Suburb-p1086805/","rss":"https://ww2.kqed.org/news/series/american-suburb-podcast/feed/podcast","google":"https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkMzMDExODgxNjA5"}},"baycurious":{"id":"baycurious","title":"Bay Curious","tagline":"Exploring the Bay Area, one question at a time","info":"KQED’s new podcast, Bay Curious, gets to the bottom of the mysteries — both profound and peculiar — that give the Bay Area its unique identity. And we’ll do it with your help! You ask the questions. You decide what Bay Curious investigates. 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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>","imageSrc":"https://cdn.kqed.org/wp-content/uploads/2024/04/Mindshift-Podcast-Tile-703x703-1.jpg","imageAlt":"KQED MindShift: How We Will Learn","officialWebsiteLink":"/mindshift/","meta":{"site":"news","source":"kqed","order":"2"},"link":"/podcasts/mindshift","subscribe":{"apple":"https://podcasts.apple.com/us/podcast/mindshift-podcast/id1078765985","google":"https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5","npr":"https://www.npr.org/podcasts/464615685/mind-shift-podcast","stitcher":"https://www.stitcher.com/podcast/kqed/stories-teachers-share","spotify":"https://open.spotify.com/show/0MxSpNYZKNprFLCl7eEtyx"}},"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. 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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. 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