Many S.F. Cabbies Are Losing One of the Last Places They Might Make a Buck
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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"},"shutson":{"type":"authors","id":"11216","meta":{"index":"authors_1591205172","id":"11216","found":true},"name":"Sonja Hutson","firstName":"Sonja","lastName":"Hutson","slug":"shutson","email":"shutson@kqed.org","display_author_email":false,"staff_mastheads":[],"title":"KQED Contributor","bio":"Sonja Hutson is a former reporter for KQED's Silicon Valley desk and weekend newscasts. She primarily covers tech and housing. Sonja is a Bay Area native and now lives in San Francisco. When she's not working, you can find her camping, skiing, scuba diving, and struggling with the New York Times Crossword. Email: \u003ca href=\"mailto:shutson@kqed.org\">shutson@kqed.org. \u003c/a>Twitter: \u003ca href=\"https://twitter.com/SonjaHutson\">@SonjaHutson\u003c/a>","avatar":"https://secure.gravatar.com/avatar/7537c5e36818614e599b6c0f41d72b7a?s=600&d=blank&r=g","twitter":"SonjaHutson","facebook":null,"instagram":null,"linkedin":null,"sites":[{"site":"arts","roles":["author"]},{"site":"news","roles":["subscriber"]}],"headData":{"title":"Sonja Hutson | KQED","description":"KQED Contributor","ogImgSrc":"https://secure.gravatar.com/avatar/7537c5e36818614e599b6c0f41d72b7a?s=600&d=blank&r=g","twImgSrc":"https://secure.gravatar.com/avatar/7537c5e36818614e599b6c0f41d72b7a?s=600&d=blank&r=g"},"isLoading":false,"link":"/author/shutson"}},"breakingNewsReducer":{},"campaignFinanceReducer":{},"firebase":{"requesting":{},"requested":{},"timestamps":{},"data":{},"ordered":{},"auth":{"isLoaded":false,"isEmpty":true},"authError":null,"profile":{"isLoaded":false,"isEmpty":true},"listeners":{"byId":{},"allIds":[]},"isInitializing":false,"errors":[]},"navBarReducer":{"navBarId":"news","fullView":true,"showPlayer":false},"navMenuReducer":{"menus":[{"key":"menu1","items":[{"name":"News","link":"/","type":"title"},{"name":"Politics","link":"/politics"},{"name":"Science","link":"/science"},{"name":"Education","link":"/educationnews"},{"name":"Housing","link":"/housing"},{"name":"Immigration","link":"/immigration"},{"name":"Criminal Justice","link":"/criminaljustice"},{"name":"Silicon Valley","link":"/siliconvalley"},{"name":"Forum","link":"/forum"},{"name":"The California Report","link":"/californiareport"}]},{"key":"menu2","items":[{"name":"Arts & Culture","link":"/arts","type":"title"},{"name":"Critics’ Picks","link":"/thedolist"},{"name":"Cultural Commentary","link":"/artscommentary"},{"name":"Food & Drink","link":"/food"},{"name":"Bay Area Hip-Hop","link":"/bayareahiphop"},{"name":"Rebel Girls","link":"/rebelgirls"},{"name":"Arts Video","link":"/artsvideos"}]},{"key":"menu3","items":[{"name":"Podcasts","link":"/podcasts","type":"title"},{"name":"Bay Curious","link":"/podcasts/baycurious"},{"name":"Rightnowish","link":"/podcasts/rightnowish"},{"name":"The Bay","link":"/podcasts/thebay"},{"name":"On Our Watch","link":"/podcasts/onourwatch"},{"name":"Mindshift","link":"/podcasts/mindshift"},{"name":"Consider This","link":"/podcasts/considerthis"},{"name":"Political Breakdown","link":"/podcasts/politicalbreakdown"}]},{"key":"menu4","items":[{"name":"Live Radio","link":"/radio","type":"title"},{"name":"TV","link":"/tv","type":"title"},{"name":"Events","link":"/events","type":"title"},{"name":"For Educators","link":"/education","type":"title"},{"name":"Support KQED","link":"/support","type":"title"},{"name":"About","link":"/about","type":"title"},{"name":"Help Center","link":"https://kqed-helpcenter.kqed.org/s","type":"title"}]}]},"pagesReducer":{},"postsReducer":{"stream_live":{"type":"live","id":"stream_live","audioUrl":"https://streams.kqed.org/kqedradio","title":"Live Stream","excerpt":"Live Stream information currently unavailable.","link":"/radio","featImg":"","label":{"name":"KQED Live","link":"/"}},"stream_kqedNewscast":{"type":"posts","id":"stream_kqedNewscast","audioUrl":"https://www.kqed.org/.stream/anon/radio/RDnews/newscast.mp3?_=1","title":"KQED Newscast","featImg":"","label":{"name":"88.5 FM","link":"/"}},"news_11765631":{"type":"posts","id":"news_11765631","meta":{"index":"posts_1591205157","site":"news","id":"11765631","score":null,"sort":[1565268983000]},"guestAuthors":[],"slug":"who-wins-with-lyfts-new-driver-bonus-formula","title":"Who Wins With Lyft's New Driver Bonus Formula?","publishDate":1565268983,"format":"standard","headTitle":"The California Report | KQED News","labelTerm":{"term":72,"site":"news"},"content":"\u003cp>If you use Lyft to get around, you might have heard your driver complain about the new surge pricing formula called Personal Power Zones. It was first introduced a year ago and fully rolled out this summer. Some drivers, like Lauren Swiger in Oakland, say it’s eating into their profits.\u003c/p>\n\u003cp>\"We actually jokingly call them personal poverty zones,\" Swiger says, \"because they haven't helped me at all.\"\u003c/p>\n\u003cp>[pullquote size='medium' align='right' citation=\"Lauren Swiger, Oakland Lyft driver\"]'To come up with all these creative ways to pay us even less, and then call it an improvement, it’s pretty insulting.'[/pullquote]\u003c/p>\n\u003cp>Swiger started driving five years ago and earlier this year joined \u003ca href=\"https://www.gigworkersrising.org/\" target=\"_blank\" rel=\"noopener\">Gig Workers Rising\u003c/a>, a group that advocates for changes in how Lyft and Uber treat drivers.\u003c/p>\n\u003cp>\"They don't want to pay us more,\" Swiger says. \"Their bottom line is to pay us less.\"\u003c/p>\n\u003cp>\u003ca href=\"https://help.lyft.com/hc/en-us/articles/115012926807-Personal-Power-Zones\" target=\"_blank\" rel=\"noopener\">Personal Power Zones\u003c/a> are a different way to calculate how much of a bonus drivers make during times and in places where Lyft says there are more riders than drivers. Before, drivers \u003ca href=\"https://help.lyft.com/hc/en-us/articles/115012926467\" target=\"_blank\" rel=\"noopener\">made bonuses\u003c/a> as a percentage — for instance, 40% more than they would earn on a regular ride. Now, with Personal Power Zones, drivers get a flat rate bonus instead.\u003c/p>\n\u003cp>So, for example, Swiger gets a $30 ride to San Francisco from Oakland. Instead of earning a 40% bonus — $12 — she’d now make whatever flat-rate bonus was in effect in the Personal Power Zone where she picked up the ride.\u003c/p>\n\u003cp>\"Sometimes it maxes out at $4,\" Swiger says. \"So $4 instead of $12 is obviously a ridiculous incentive.\"\u003c/p>\n\u003cfigure id=\"attachment_11765655\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11765655\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/RS38395_IMG_1980-1-qut-800x600.jpg\" alt=\"Lauren Swiger has been driving for Lyft for five years and says she's seen her earnings drop by about 50 percent.\" width=\"800\" height=\"600\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38395_IMG_1980-1-qut-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38395_IMG_1980-1-qut-160x120.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38395_IMG_1980-1-qut-1020x765.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38395_IMG_1980-1-qut-1200x900.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38395_IMG_1980-1-qut.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38395_IMG_1980-1-qut-1832x1374.jpg 1832w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38395_IMG_1980-1-qut-1376x1032.jpg 1376w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38395_IMG_1980-1-qut-1044x783.jpg 1044w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38395_IMG_1980-1-qut-632x474.jpg 632w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38395_IMG_1980-1-qut-536x402.jpg 536w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Lauren Swiger has been driving for Lyft for five years and says she's seen her earnings drop by about 50%. \u003ccite>(Sonja Hutson/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Lyft says that while drivers get lower bonuses, more drivers are getting bonuses. They say Personal Power Zones were designed to be more predictable, stable and equitable. But Swiger says the new system is costing her, and that she's seen her earnings drop about 50% over the past five years.\u003c/p>\n\u003cp>\"To come up with all these creative ways to pay us even less, and then call it an improvement, it’s pretty insulting,\" Swiger says.\u003c/p>\n\u003cp>Lyft says, on average, driver earnings across the country have increased over the last two years. Lyft calculates a driver's hourly pay in two ways:\u003c/p>\n\u003col>\n\u003cli>\u003cstrong>Time giving rides:\u003c/strong> This includes the time between when a driver accepts a ride to when they drop off a passenger. Nationwide, the average hourly earnings under this metric is $30.84, a 7.34% increase from two years ago, according to Lyft. This metric does not count time spent waiting for a ride request.\u003c/li>\n\u003cli>\u003cstrong>All online time:\u003c/strong> This includes all time that a driver is logged on to Lyft. They could be waiting for a ride request, driving to a Personal Power Zone or working on another app. Nationwide, the average hourly earnings under this metric is $16.29, a 9.33% increase from two years ago, according to Lyft.\u003c/li>\n\u003c/ol>\n\u003cp>Neither of these metrics include tips ($2.27 per hour), or expenses ($3 to $5 per hour), according to Lyft.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Tom White, a financial analyst studying Lyft at the financial services company D.A. Davidson, says the new system, along with other payment formula changes, \"generally resulted in drivers seeing their payouts reduced.\"\u003c/p>\n\u003cp>Because Lyft does not release raw driver earnings data, White's calculations are a little complicated. Let's try to break it down.\u003c/p>\n\u003cp>[aside label=\"More on Lyft and Gig Workers\" tag=\"lyft\"]\u003c/p>\n\u003cp>The total amount of money coming in from customers through fares is referred to as total bookings. Lyft takes a percentage of those bookings. That percentage is called a take rate.\u003c/p>\n\u003cp>White says Lyft's take rate is 8% higher than it was two years ago, so they're taking about 8% more money from total bookings. That has to largely be coming out of drivers' pockets, according to White.\u003c/p>\n\u003cp>Lyft argues the take rate is higher because it has introduced bikes and scooters. The company takes 100% of every fee for a scooter or bike rental since there's no driver to pay, which would drive up the overall take rate.\u003c/p>\n\u003cp>However, White says, bikes and scooters are still too small a part of Lyft's business to meaningfully affect the take rate.\u003c/p>\n\u003cp>White says the new payment model is an important step in the direction of profitability for a company that lost more than $900 million last year.\u003c/p>\n\u003cp>\"A couple of quarters of time has been bought, but you know investors won’t be patient forever,\" White says.\u003c/p>\n\u003cp>\u003c/p>\n","blocks":[],"excerpt":"Some drivers say they're losing earnings under a system called Personal Power Zones. The company says the system is more equitable and predictable. ","status":"publish","parent":0,"modified":1566419889,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":23,"wordCount":783},"headData":{"title":"Who Wins With Lyft's New Driver Bonus Formula? | KQED","description":"Some drivers say they're losing earnings under a system called Personal Power Zones. The company says the system is more equitable and predictable. ","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":""},"disqusIdentifier":"11765631 https://ww2.kqed.org/news/?p=11765631","disqusUrl":"https://ww2.kqed.org/news/2019/08/08/who-wins-with-lyfts-new-driver-bonus-formula/","disqusTitle":"Who Wins With Lyft's New Driver Bonus Formula?","audioUrl":"https://www.kqed.org/.stream/anon/radio/tcr/2019/08/289217HutsonLyft.mp3","audioTrackLength":198,"path":"/news/11765631/who-wins-with-lyfts-new-driver-bonus-formula","audioDuration":198000,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>If you use Lyft to get around, you might have heard your driver complain about the new surge pricing formula called Personal Power Zones. It was first introduced a year ago and fully rolled out this summer. Some drivers, like Lauren Swiger in Oakland, say it’s eating into their profits.\u003c/p>\n\u003cp>\"We actually jokingly call them personal poverty zones,\" Swiger says, \"because they haven't helped me at all.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"'To come up with all these creative ways to pay us even less, and then call it an improvement, it’s pretty insulting.'","name":"pullquote","attributes":{"named":{"size":"medium","align":"right","citation":"Lauren Swiger, Oakland Lyft driver","label":""},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Swiger started driving five years ago and earlier this year joined \u003ca href=\"https://www.gigworkersrising.org/\" target=\"_blank\" rel=\"noopener\">Gig Workers Rising\u003c/a>, a group that advocates for changes in how Lyft and Uber treat drivers.\u003c/p>\n\u003cp>\"They don't want to pay us more,\" Swiger says. \"Their bottom line is to pay us less.\"\u003c/p>\n\u003cp>\u003ca href=\"https://help.lyft.com/hc/en-us/articles/115012926807-Personal-Power-Zones\" target=\"_blank\" rel=\"noopener\">Personal Power Zones\u003c/a> are a different way to calculate how much of a bonus drivers make during times and in places where Lyft says there are more riders than drivers. Before, drivers \u003ca href=\"https://help.lyft.com/hc/en-us/articles/115012926467\" target=\"_blank\" rel=\"noopener\">made bonuses\u003c/a> as a percentage — for instance, 40% more than they would earn on a regular ride. Now, with Personal Power Zones, drivers get a flat rate bonus instead.\u003c/p>\n\u003cp>So, for example, Swiger gets a $30 ride to San Francisco from Oakland. Instead of earning a 40% bonus — $12 — she’d now make whatever flat-rate bonus was in effect in the Personal Power Zone where she picked up the ride.\u003c/p>\n\u003cp>\"Sometimes it maxes out at $4,\" Swiger says. \"So $4 instead of $12 is obviously a ridiculous incentive.\"\u003c/p>\n\u003cfigure id=\"attachment_11765655\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11765655\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/RS38395_IMG_1980-1-qut-800x600.jpg\" alt=\"Lauren Swiger has been driving for Lyft for five years and says she's seen her earnings drop by about 50 percent.\" width=\"800\" height=\"600\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38395_IMG_1980-1-qut-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38395_IMG_1980-1-qut-160x120.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38395_IMG_1980-1-qut-1020x765.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38395_IMG_1980-1-qut-1200x900.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38395_IMG_1980-1-qut.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38395_IMG_1980-1-qut-1832x1374.jpg 1832w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38395_IMG_1980-1-qut-1376x1032.jpg 1376w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38395_IMG_1980-1-qut-1044x783.jpg 1044w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38395_IMG_1980-1-qut-632x474.jpg 632w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38395_IMG_1980-1-qut-536x402.jpg 536w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Lauren Swiger has been driving for Lyft for five years and says she's seen her earnings drop by about 50%. \u003ccite>(Sonja Hutson/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Lyft says that while drivers get lower bonuses, more drivers are getting bonuses. They say Personal Power Zones were designed to be more predictable, stable and equitable. But Swiger says the new system is costing her, and that she's seen her earnings drop about 50% over the past five years.\u003c/p>\n\u003cp>\"To come up with all these creative ways to pay us even less, and then call it an improvement, it’s pretty insulting,\" Swiger says.\u003c/p>\n\u003cp>Lyft says, on average, driver earnings across the country have increased over the last two years. Lyft calculates a driver's hourly pay in two ways:\u003c/p>\n\u003col>\n\u003cli>\u003cstrong>Time giving rides:\u003c/strong> This includes the time between when a driver accepts a ride to when they drop off a passenger. Nationwide, the average hourly earnings under this metric is $30.84, a 7.34% increase from two years ago, according to Lyft. This metric does not count time spent waiting for a ride request.\u003c/li>\n\u003cli>\u003cstrong>All online time:\u003c/strong> This includes all time that a driver is logged on to Lyft. They could be waiting for a ride request, driving to a Personal Power Zone or working on another app. Nationwide, the average hourly earnings under this metric is $16.29, a 9.33% increase from two years ago, according to Lyft.\u003c/li>\n\u003c/ol>\n\u003cp>Neither of these metrics include tips ($2.27 per hour), or expenses ($3 to $5 per hour), according to Lyft.\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>Tom White, a financial analyst studying Lyft at the financial services company D.A. Davidson, says the new system, along with other payment formula changes, \"generally resulted in drivers seeing their payouts reduced.\"\u003c/p>\n\u003cp>Because Lyft does not release raw driver earnings data, White's calculations are a little complicated. Let's try to break it down.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"aside","attributes":{"named":{"label":"More on Lyft and Gig Workers ","tag":"lyft"},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The total amount of money coming in from customers through fares is referred to as total bookings. Lyft takes a percentage of those bookings. That percentage is called a take rate.\u003c/p>\n\u003cp>White says Lyft's take rate is 8% higher than it was two years ago, so they're taking about 8% more money from total bookings. That has to largely be coming out of drivers' pockets, according to White.\u003c/p>\n\u003cp>Lyft argues the take rate is higher because it has introduced bikes and scooters. The company takes 100% of every fee for a scooter or bike rental since there's no driver to pay, which would drive up the overall take rate.\u003c/p>\n\u003cp>However, White says, bikes and scooters are still too small a part of Lyft's business to meaningfully affect the take rate.\u003c/p>\n\u003cp>White says the new payment model is an important step in the direction of profitability for a company that lost more than $900 million last year.\u003c/p>\n\u003cp>\"A couple of quarters of time has been bought, but you know investors won’t be patient forever,\" White says.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/news/11765631/who-wins-with-lyfts-new-driver-bonus-formula","authors":["11216"],"programs":["news_72"],"categories":["news_8","news_248","news_1397"],"tags":["news_17994","news_4524","news_23667","news_17041","news_4952"],"featImg":"news_11766302","label":"news_72"},"news_11699586":{"type":"posts","id":"news_11699586","meta":{"index":"posts_1591205157","site":"news","id":"11699586","score":null,"sort":[1539902454000]},"guestAuthors":[],"slug":"many-s-f-cabbies-are-losing-one-of-the-last-places-they-might-make-a-buck","title":"Many S.F. Cabbies Are Losing One of the Last Places They Might Make a Buck","publishDate":1539902454,"format":"audio","headTitle":"KQED News","labelTerm":{"site":"news"},"content":"\u003cp>[dropcap]A[/dropcap]ntonio Yon brought a stack of folded notes to Tuesday night’s meeting. The San Francisco Municipal Transportation Agency was planning to vote on changes to the taxi industry, and that vote would have a major impact on Yon’s life. He’s a cab driver, and in his notes, he had written down what has happened to him since the rise of Uber and Lyft seven years ago.\u003c/p>\n\u003cp>When Yon’s turn to speak came, he went up to a podium in the center of the room. The seven members of the SFMTA board sat above him in a semicircle on a raised platform. Behind him were rows of cab drivers who were in a similar position — workers who say they’ve been crushed in a \"disrupted\" industry. Yon shifted uncomfortably before he began speaking. He had just two minutes to tell his story. The clock was already ticking.\u003c/p>\n\u003cp>Yon is one of hundreds of cab drivers who went to City Hall on Tuesday to protest. The SFMTA was considering three proposals: to decommission medallions from drivers who acquired them before 1978, to only let drivers who purchased $250,000 medallions after 2010 to pick up passengers at San Francisco International Airport and to allow corporations to buy medallions. Most of the drivers at the meeting opposed all three proposals. But the protest was about much more than that.\u003c/p>\n\u003cp>Since 2012, when companies like Uber and Lyft began operating in San Francisco without buying medallions, taxi drivers have come to protest at City Hall. They surround the building with their cabs. They honk. They carry signs. They go to meetings. Their demands have been fairly constant: for the city to regulate Uber and Lyft the way it regulates taxis.\u003c/p>\n\u003cp>\u003cstrong>When a Taxi Company Becomes a Tech Company\u003c/strong>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>San Francisco had an opportunity to regulate Uber, Lyft and the now-defunct Sidecar when the companies started putting vehicles on the street in 2012. Cab drivers argued they were driving illegally, and they pushed for police to hand out tickets. They pointed out how Uber had actually launched the company with the name “Ubercab,” suggesting that it at first saw itself as a cab company. But the city chose to be hands off. It did not intervene in a service that consumers were quickly falling in love with.\u003c/p>\n\u003cp>Mayor Ed Lee embraced the companies. The mayor declared July 13, 2013 as “Lyft Day” in San Francisco. Ed Reiskin, the SFMTA's chief, was quoted \u003ca href=\"https://books.google.com/books?id=lzRtDwAAQBAJ&pg=PA109&lpg=PA109&dq=%22was+fairly+clear+that+city+hall+didn%E2%80%99t+want+us+to+step+in+and+do+so%22&source=bl&ots=USAFQ1u9Od&sig=DzJV5R-WBS70ae1yi-jOtyP2Jik&hl=en&sa=X&ved=2ahUKEwjy-Nz-q47eAhWDJDQIHdfkChwQ6AEwAHoECAIQAQ#v=onepage&q=%22was%20fairly%20clear%20that%20city%20hall%20didn%E2%80%99t%20want%20us%20to%20step%20in%20and%20do%20so%22&f=false\">in a later interview\u003c/a> saying the agency took no action because it “was fairly clear that City Hall didn’t want us to step in and do so.”\u003c/p>\n\u003cfigure id=\"attachment_11699608\" class=\"wp-caption alignright\" style=\"max-width: 356px\">\u003cimg class=\"wp-image-11699608 size-full\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/10/LYFTDAY2013-e1539819865173.png\" alt=\"\" width=\"356\" height=\"532\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/10/LYFTDAY2013-e1539819865173.png 356w, https://ww2.kqed.org/app/uploads/sites/10/2018/10/LYFTDAY2013-e1539819865173-160x239.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/10/LYFTDAY2013-e1539819865173-240x359.png 240w\" sizes=\"(max-width: 356px) 100vw, 356px\">\u003cfigcaption class=\"wp-caption-text\">The late Mayor Ed Lee dedicated a day to Lyft in 2013.\u003c/figcaption>\u003c/figure>\n\u003cp>In the meantime, the California Public Utilities Commission began to assert its authority to regulate the companies as transportation carriers. The commission issued cease-and-desist letters to Uber, Lyft and Sidecar in 2012 and, when they refused to comply, issued citations against them.\u003c/p>\n\u003cp>The CPUC's effort led to formal regulations adopted in July 2013 which dubbed Uber and Lyft as \u003ca href=\"https://techcrunch.com\">“Transportation Network Companies.\"\u003c/a> This meant they would be held to a different set of rules and regulations than taxis.\u003c/p>\n\u003cp>\u003cstrong>Disruption of an Industry\u003c/strong>\u003c/p>\n\u003cp>Because Uber and Lyft do not have to be locally licensed -- in San Francisco, that means drivers don't have to buy taxi medallions -- they have been able to put as many cars on the road as they like. Both companies quickly burned through venture capital to sign up drivers, keep fares low and gobble up as much market share as possible.\u003c/p>\n\u003cp>Meanwhile, San Francisco was selling as many medallions as it could to taxi drivers in order to help make up transit budget deficits incurred during the 2008 financial crisis.\u003c/p>\n\u003cp>The story since 2013 has been one of rapid decline for the taxi industry and the drivers who work in it. Their incomes have continued to plummet, putting emotional and physical stress on drivers.\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/11694401/san-francisco-made-millions-selling-taxi-medallions-now-drivers-are-paying-the-price\">KQED recently interviewed\u003c/a> the family of a Edward Agababian, a driver who died on the job from a torn aorta. His family believes his health troubles were a direct result of the stress and burden of carrying the debt of his medallion. The livelihoods and retirement plans of drivers like Agababian have been destroyed.\u003c/p>\n\u003cp>The meltdown of the medallion system and the effect on drivers is what the taxi drivers came out Tuesday night to protest.\u003c/p>\n\u003cp>\u003cstrong>Different Rules for Different Drivers\u003c/strong>\u003c/p>\n\u003cp>Before the lengthy public comment period at the SFMTA meeting, Kate Toran, head of taxis and accessibility for the city, gave a presentation about the three proposals.\u003c/p>\n\u003cp>To justify the measures, Toran referred often to \u003ca href=\"https://www.sfmta.com/reports/pfmschaller-taxi-industry-report-evaluation-and-recommendations-improve-health-taxi-industry\" target=\"_blank\" rel=\"noopener noreferrer\">a report\u003c/a> released earlier this year to try to revitalize the city's taxi industry. Many of its proposals hinge on San Francisco's unique medallion structure.\u003c/p>\n\u003cp>San Francisco has three kinds of medallions. There are the \"Pre-K\" medallions issued before 1978, which could be bought by any individual or corporation. After Proposition K passed in 1978, medallions could only be acquired by those who were driving 800 hours a year. They were awarded by seniority and drivers would sit on a waiting list for 10 or 15 years to get one. Then in 2010, the city \"monetized\" the medallions, selling them for $250,000 a piece.\u003c/p>\n\u003cp>Toran said the proposals were geared to help the drivers hit hardest financially — those in the last category who have paid $250,000 for a medallion. The hope was that limiting the supply of cabs on the road and at the airport would increase revenue for the cab drivers who paid the most for their medallions.\u003c/p>\n\u003cp>The SFMTA had held a meeting about a month prior to this one, in which cab drivers were asked for their input on some of these proposals. Toran said that a majority of the drivers at that meeting supported restricting which cabs could pick passengers up at the airport.\u003c/p>\n\u003cp>Toran said leaving the status quo would be doing a disservice to the medallion holders. Over 150 drivers have already defaulted on their medallion loans.\u003c/p>\n\u003cp>\u003cstrong>The Elephant in the Room \u003c/strong>\u003c/p>\n\u003cp>By the time Toran had completed her presentation, almost a hundred cab drivers had signed up to speak in the public comment period. When they got to the podium, they told stories of plummeting income. Of defaulting on loans. Of losing houses. Frequently the room erupted in applause.\u003c/p>\n\u003cp>Cheryl Brinkman, chair of the SFMTA board, repeatedly told the audience to be quiet and threatened to clear the room. She asked the drivers to shake their hands in the air if they approved of what was being said. If they disapproved, they were asked to give a thumbs down. For the rest of the night, the cab drivers gestured in unison, moving their bodies so emphatically that they filled the room with the sound of squeaking chairs.\u003c/p>\n\u003cp>Most of the drivers at the meeting wanted the SFMTA to reject the three proposed changes: to allow corporations to buy medallions, to decommission the \"pre-K\" medallions purchased before 1978, and to only allow those who have purchased medallions after 2010 to pick up passengers at the airport.\u003c/p>\n\u003cp>Several cab drivers said that these proposals were not addressing the elephant in the room: the failure to regulate Uber and Lyft.\u003c/p>\n\u003cp>Even drivers who might benefit from the city restricting the number of taxis at the airport, like Harbir Batth, were against the proposal.\u003c/p>\n\u003cp>“It’s a wrong policy,” Batth said, “I see it as a discriminatory practice from the MTA. They’re trying to divide us.”\u003c/p>\n\u003cp>Batth is one of the more than 700 drivers who bought a medallion for $250,000. \u003ca href=\"https://www.kqed.org/news/10693923/for-san-francisco-cab-drivers-once-treasured-medallions-now-a-burden\">KQED interviewed him three years ago\u003c/a> about his predicament. He is still in the same situation: paying a loan on a medallion that no one wants to buy.\u003c/p>\n\u003cp>Stewart Rosen has driven a cab for more than 40 years and has a medallion, which under the new rules, can no longer be used to pick passengers up at the airport. “Not only did the city not regulate Uber,” he says, “now they're going to take a dagger and shove it right through my chest after all the service I gave.”\u003c/p>\n\u003cp>Most drivers at the meeting had a simple request: for the city to either find some way to regulate Uber and Lyft or to buy back their medallions.\u003c/p>\n\u003cp>\u003cstrong>Defiance of the Supervisors\u003c/strong>\u003c/p>\n\u003cp>In the morning before the SFMTA meeting, five supervisors sent a letter to the MTA stating that they did not support restricting which cabs can pick up at the airport nor decommissioning medallions purchased before 1978.\u003c/p>\n\u003cp>\"In light of serious concerns raised by impacted stakeholders,\" the letter stated, \"and the lack of analysis to inform the debate surrounding likely effects, [...] we cannot support at this time the staff proposals.\"\u003c/p>\n\u003cp>The letter was signed by Supervisors Aaron Peskin, Rafael Mandelman, Sandra Lee Fewer, Norman Yee and Hillary Ronen.\u003c/p>\n\u003cp>“It is not lost on the signatories to this letter that these proposed reforms arrive on the same day as the Transportation Authority’s report showing that Transportation Network Companies like Uber and Lyft \u003ca href=\"https://www.kqed.org/news/11699063/city-analysis-uber-lyft-are-biggest-contributors-to-slowdown-in-s-f-traffic\">account for over 50 percent\u003c/a> of the increase in congestion between 2010 and 2016, and that the city’s inability to adequately regulate TNC’s has contributed greatly to the plight of taxi medallion holders.”\u003c/p>\n\u003cp>Mayor London Breed has been silent on this issue, and her office has not responded to multiple requests for comment.\u003c/p>\n\u003cp>Despite the letter from supervisors and complaints from cab drivers, the SFMTA board decided to pass the proposals that would allow corporations to buy medallions and to limit which drivers could pick passengers up at the airport. Drivers were livid. Several said that this is the final blow and that the taxi industry is now officially dead.\u003c/p>\n\u003cp>It is not clear how this policy will be enforced. Drivers with medallions acquired before 2010 will still be able to drop off passengers at the airport, but then they will have to leave without picking anyone up. Drivers said that it is not worth driving at all if they can’t go to the airport.\u003c/p>\n\u003cp>Already, many medallions are not out on the road -- a \u003ca href=\"https://www.sfcta.org/sites/default/files/content/Planning/TNCs/TNCs_Today_112917.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">2017 San Francisco County Transportation Authority analysis\u003c/a> concluded that even at the busiest times, about 400 to 500 taxis are on the streets compared to as many as 6,500 Uber and Lyft vehicles.\u003c/p>\n\u003cp>It's unclear what this new proposal will do to the fleet or the number of cabs on the street. The fewer drivers on the street, the fewer workers there would be to collectively push for reforms in the industry.\u003c/p>\n\u003cp>It is also unclear what effect it will have on drivers who can still pick passengers up at the airport. The SFMTA's report on revitalizing the industry forecasts they will see an uptick in their earnings. But with the ever-changing situation with Lyft and Uber, certainty has become a rare thing in the industry.\u003c/p>\n\u003cp>\u003cstrong>Time's Up\u003c/strong>\u003c/p>\n\u003cp>It was fairly early in the night when cab driver Antonio Yon got the chance to speak. He spoke quietly and gripped the edges of the podium.\u003c/p>\n\u003cp>\"There was no business out there for me,\" Yon said.\u003c/p>\n\u003cp>Yon had a mortgage, but in recent years he said he couldn’t make the payments.\u003c/p>\n\u003cp>\"I was getting lots of nasty calls from the bank,” he said. Yon just wasn’t earning enough money on the road to keep his house. Yon said he's homeless now. The only reason he isn’t on the street is because he found a tiny place in Chinatown to stay in temporarily.\u003c/p>\n\u003cp>Yon’s voice began to break as he got to this point in the story. “I was very desperate. I was about to commit suicide,” he said.\u003c/p>\n\u003cp>The entire room was silent. Yon took a few seconds to compose himself. He was starting to talk about what he wanted from the SFMTA. An electric bell sounded. His time was up. \"I have to survive,\" was the last thing he said.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>Yon gathered his papers and walked straight to the back of the room. Another driver, Inder Jitghotra, stood up and touched Yon’s shoulder. Jitghotra’s family owns six medallions and is on the edge of bankruptcy. Yon stood very still, clutching his notes. He stared straight ahead as another driver walked up to the podium to tell his story.\u003c/p>\n\n","blocks":[],"excerpt":"The San Francisco Municipal Transit Agency voted to bar more than half of the city's cab drivers from picking up passengers at SFO.","status":"publish","parent":0,"modified":1580521741,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":53,"wordCount":2123},"headData":{"title":"Many S.F. Cabbies Are Losing One of the Last Places They Might Make a Buck | KQED","description":"The San Francisco Municipal Transit Agency voted to bar more than half of the city's cab drivers from picking up passengers at SFO.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":""},"disqusIdentifier":"11699586 https://ww2.kqed.org/news/?p=11699586","disqusUrl":"https://ww2.kqed.org/news/2018/10/18/many-s-f-cabbies-are-losing-one-of-the-last-places-they-might-make-a-buck/","disqusTitle":"Many S.F. Cabbies Are Losing One of the Last Places They Might Make a Buck","audioUrl":"https://www.kqed.org/.stream/anon/radio/RDnews/2018/10/HarnettSFMedallions2way.mp3","audioTrackLength":263,"path":"/news/11699586/many-s-f-cabbies-are-losing-one-of-the-last-places-they-might-make-a-buck","parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003c/p>\u003cp>\u003cspan class=\"utils-parseShortcode-shortcodes-__dropcapShortcode__dropcap\">A\u003c/span>\u003c/p>\u003cp>ntonio Yon brought a stack of folded notes to Tuesday night’s meeting. The San Francisco Municipal Transportation Agency was planning to vote on changes to the taxi industry, and that vote would have a major impact on Yon’s life. He’s a cab driver, and in his notes, he had written down what has happened to him since the rise of Uber and Lyft seven years ago.\u003c/p>\n\u003cp>When Yon’s turn to speak came, he went up to a podium in the center of the room. The seven members of the SFMTA board sat above him in a semicircle on a raised platform. Behind him were rows of cab drivers who were in a similar position — workers who say they’ve been crushed in a \"disrupted\" industry. Yon shifted uncomfortably before he began speaking. He had just two minutes to tell his story. The clock was already ticking.\u003c/p>\n\u003cp>Yon is one of hundreds of cab drivers who went to City Hall on Tuesday to protest. The SFMTA was considering three proposals: to decommission medallions from drivers who acquired them before 1978, to only let drivers who purchased $250,000 medallions after 2010 to pick up passengers at San Francisco International Airport and to allow corporations to buy medallions. Most of the drivers at the meeting opposed all three proposals. But the protest was about much more than that.\u003c/p>\n\u003cp>Since 2012, when companies like Uber and Lyft began operating in San Francisco without buying medallions, taxi drivers have come to protest at City Hall. They surround the building with their cabs. They honk. They carry signs. They go to meetings. Their demands have been fairly constant: for the city to regulate Uber and Lyft the way it regulates taxis.\u003c/p>\n\u003cp>\u003cstrong>When a Taxi Company Becomes a Tech Company\u003c/strong>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","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>San Francisco had an opportunity to regulate Uber, Lyft and the now-defunct Sidecar when the companies started putting vehicles on the street in 2012. Cab drivers argued they were driving illegally, and they pushed for police to hand out tickets. They pointed out how Uber had actually launched the company with the name “Ubercab,” suggesting that it at first saw itself as a cab company. But the city chose to be hands off. It did not intervene in a service that consumers were quickly falling in love with.\u003c/p>\n\u003cp>Mayor Ed Lee embraced the companies. The mayor declared July 13, 2013 as “Lyft Day” in San Francisco. Ed Reiskin, the SFMTA's chief, was quoted \u003ca href=\"https://books.google.com/books?id=lzRtDwAAQBAJ&pg=PA109&lpg=PA109&dq=%22was+fairly+clear+that+city+hall+didn%E2%80%99t+want+us+to+step+in+and+do+so%22&source=bl&ots=USAFQ1u9Od&sig=DzJV5R-WBS70ae1yi-jOtyP2Jik&hl=en&sa=X&ved=2ahUKEwjy-Nz-q47eAhWDJDQIHdfkChwQ6AEwAHoECAIQAQ#v=onepage&q=%22was%20fairly%20clear%20that%20city%20hall%20didn%E2%80%99t%20want%20us%20to%20step%20in%20and%20do%20so%22&f=false\">in a later interview\u003c/a> saying the agency took no action because it “was fairly clear that City Hall didn’t want us to step in and do so.”\u003c/p>\n\u003cfigure id=\"attachment_11699608\" class=\"wp-caption alignright\" style=\"max-width: 356px\">\u003cimg class=\"wp-image-11699608 size-full\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/10/LYFTDAY2013-e1539819865173.png\" alt=\"\" width=\"356\" height=\"532\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/10/LYFTDAY2013-e1539819865173.png 356w, https://ww2.kqed.org/app/uploads/sites/10/2018/10/LYFTDAY2013-e1539819865173-160x239.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/10/LYFTDAY2013-e1539819865173-240x359.png 240w\" sizes=\"(max-width: 356px) 100vw, 356px\">\u003cfigcaption class=\"wp-caption-text\">The late Mayor Ed Lee dedicated a day to Lyft in 2013.\u003c/figcaption>\u003c/figure>\n\u003cp>In the meantime, the California Public Utilities Commission began to assert its authority to regulate the companies as transportation carriers. The commission issued cease-and-desist letters to Uber, Lyft and Sidecar in 2012 and, when they refused to comply, issued citations against them.\u003c/p>\n\u003cp>The CPUC's effort led to formal regulations adopted in July 2013 which dubbed Uber and Lyft as \u003ca href=\"https://techcrunch.com\">“Transportation Network Companies.\"\u003c/a> This meant they would be held to a different set of rules and regulations than taxis.\u003c/p>\n\u003cp>\u003cstrong>Disruption of an Industry\u003c/strong>\u003c/p>\n\u003cp>Because Uber and Lyft do not have to be locally licensed -- in San Francisco, that means drivers don't have to buy taxi medallions -- they have been able to put as many cars on the road as they like. Both companies quickly burned through venture capital to sign up drivers, keep fares low and gobble up as much market share as possible.\u003c/p>\n\u003cp>Meanwhile, San Francisco was selling as many medallions as it could to taxi drivers in order to help make up transit budget deficits incurred during the 2008 financial crisis.\u003c/p>\n\u003cp>The story since 2013 has been one of rapid decline for the taxi industry and the drivers who work in it. Their incomes have continued to plummet, putting emotional and physical stress on drivers.\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/11694401/san-francisco-made-millions-selling-taxi-medallions-now-drivers-are-paying-the-price\">KQED recently interviewed\u003c/a> the family of a Edward Agababian, a driver who died on the job from a torn aorta. His family believes his health troubles were a direct result of the stress and burden of carrying the debt of his medallion. The livelihoods and retirement plans of drivers like Agababian have been destroyed.\u003c/p>\n\u003cp>The meltdown of the medallion system and the effect on drivers is what the taxi drivers came out Tuesday night to protest.\u003c/p>\n\u003cp>\u003cstrong>Different Rules for Different Drivers\u003c/strong>\u003c/p>\n\u003cp>Before the lengthy public comment period at the SFMTA meeting, Kate Toran, head of taxis and accessibility for the city, gave a presentation about the three proposals.\u003c/p>\n\u003cp>To justify the measures, Toran referred often to \u003ca href=\"https://www.sfmta.com/reports/pfmschaller-taxi-industry-report-evaluation-and-recommendations-improve-health-taxi-industry\" target=\"_blank\" rel=\"noopener noreferrer\">a report\u003c/a> released earlier this year to try to revitalize the city's taxi industry. Many of its proposals hinge on San Francisco's unique medallion structure.\u003c/p>\n\u003cp>San Francisco has three kinds of medallions. There are the \"Pre-K\" medallions issued before 1978, which could be bought by any individual or corporation. After Proposition K passed in 1978, medallions could only be acquired by those who were driving 800 hours a year. They were awarded by seniority and drivers would sit on a waiting list for 10 or 15 years to get one. Then in 2010, the city \"monetized\" the medallions, selling them for $250,000 a piece.\u003c/p>\n\u003cp>Toran said the proposals were geared to help the drivers hit hardest financially — those in the last category who have paid $250,000 for a medallion. The hope was that limiting the supply of cabs on the road and at the airport would increase revenue for the cab drivers who paid the most for their medallions.\u003c/p>\n\u003cp>The SFMTA had held a meeting about a month prior to this one, in which cab drivers were asked for their input on some of these proposals. Toran said that a majority of the drivers at that meeting supported restricting which cabs could pick passengers up at the airport.\u003c/p>\n\u003cp>Toran said leaving the status quo would be doing a disservice to the medallion holders. Over 150 drivers have already defaulted on their medallion loans.\u003c/p>\n\u003cp>\u003cstrong>The Elephant in the Room \u003c/strong>\u003c/p>\n\u003cp>By the time Toran had completed her presentation, almost a hundred cab drivers had signed up to speak in the public comment period. When they got to the podium, they told stories of plummeting income. Of defaulting on loans. Of losing houses. Frequently the room erupted in applause.\u003c/p>\n\u003cp>Cheryl Brinkman, chair of the SFMTA board, repeatedly told the audience to be quiet and threatened to clear the room. She asked the drivers to shake their hands in the air if they approved of what was being said. If they disapproved, they were asked to give a thumbs down. For the rest of the night, the cab drivers gestured in unison, moving their bodies so emphatically that they filled the room with the sound of squeaking chairs.\u003c/p>\n\u003cp>Most of the drivers at the meeting wanted the SFMTA to reject the three proposed changes: to allow corporations to buy medallions, to decommission the \"pre-K\" medallions purchased before 1978, and to only allow those who have purchased medallions after 2010 to pick up passengers at the airport.\u003c/p>\n\u003cp>Several cab drivers said that these proposals were not addressing the elephant in the room: the failure to regulate Uber and Lyft.\u003c/p>\n\u003cp>Even drivers who might benefit from the city restricting the number of taxis at the airport, like Harbir Batth, were against the proposal.\u003c/p>\n\u003cp>“It’s a wrong policy,” Batth said, “I see it as a discriminatory practice from the MTA. They’re trying to divide us.”\u003c/p>\n\u003cp>Batth is one of the more than 700 drivers who bought a medallion for $250,000. \u003ca href=\"https://www.kqed.org/news/10693923/for-san-francisco-cab-drivers-once-treasured-medallions-now-a-burden\">KQED interviewed him three years ago\u003c/a> about his predicament. He is still in the same situation: paying a loan on a medallion that no one wants to buy.\u003c/p>\n\u003cp>Stewart Rosen has driven a cab for more than 40 years and has a medallion, which under the new rules, can no longer be used to pick passengers up at the airport. “Not only did the city not regulate Uber,” he says, “now they're going to take a dagger and shove it right through my chest after all the service I gave.”\u003c/p>\n\u003cp>Most drivers at the meeting had a simple request: for the city to either find some way to regulate Uber and Lyft or to buy back their medallions.\u003c/p>\n\u003cp>\u003cstrong>Defiance of the Supervisors\u003c/strong>\u003c/p>\n\u003cp>In the morning before the SFMTA meeting, five supervisors sent a letter to the MTA stating that they did not support restricting which cabs can pick up at the airport nor decommissioning medallions purchased before 1978.\u003c/p>\n\u003cp>\"In light of serious concerns raised by impacted stakeholders,\" the letter stated, \"and the lack of analysis to inform the debate surrounding likely effects, [...] we cannot support at this time the staff proposals.\"\u003c/p>\n\u003cp>The letter was signed by Supervisors Aaron Peskin, Rafael Mandelman, Sandra Lee Fewer, Norman Yee and Hillary Ronen.\u003c/p>\n\u003cp>“It is not lost on the signatories to this letter that these proposed reforms arrive on the same day as the Transportation Authority’s report showing that Transportation Network Companies like Uber and Lyft \u003ca href=\"https://www.kqed.org/news/11699063/city-analysis-uber-lyft-are-biggest-contributors-to-slowdown-in-s-f-traffic\">account for over 50 percent\u003c/a> of the increase in congestion between 2010 and 2016, and that the city’s inability to adequately regulate TNC’s has contributed greatly to the plight of taxi medallion holders.”\u003c/p>\n\u003cp>Mayor London Breed has been silent on this issue, and her office has not responded to multiple requests for comment.\u003c/p>\n\u003cp>Despite the letter from supervisors and complaints from cab drivers, the SFMTA board decided to pass the proposals that would allow corporations to buy medallions and to limit which drivers could pick passengers up at the airport. Drivers were livid. Several said that this is the final blow and that the taxi industry is now officially dead.\u003c/p>\n\u003cp>It is not clear how this policy will be enforced. Drivers with medallions acquired before 2010 will still be able to drop off passengers at the airport, but then they will have to leave without picking anyone up. Drivers said that it is not worth driving at all if they can’t go to the airport.\u003c/p>\n\u003cp>Already, many medallions are not out on the road -- a \u003ca href=\"https://www.sfcta.org/sites/default/files/content/Planning/TNCs/TNCs_Today_112917.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">2017 San Francisco County Transportation Authority analysis\u003c/a> concluded that even at the busiest times, about 400 to 500 taxis are on the streets compared to as many as 6,500 Uber and Lyft vehicles.\u003c/p>\n\u003cp>It's unclear what this new proposal will do to the fleet or the number of cabs on the street. The fewer drivers on the street, the fewer workers there would be to collectively push for reforms in the industry.\u003c/p>\n\u003cp>It is also unclear what effect it will have on drivers who can still pick passengers up at the airport. The SFMTA's report on revitalizing the industry forecasts they will see an uptick in their earnings. But with the ever-changing situation with Lyft and Uber, certainty has become a rare thing in the industry.\u003c/p>\n\u003cp>\u003cstrong>Time's Up\u003c/strong>\u003c/p>\n\u003cp>It was fairly early in the night when cab driver Antonio Yon got the chance to speak. He spoke quietly and gripped the edges of the podium.\u003c/p>\n\u003cp>\"There was no business out there for me,\" Yon said.\u003c/p>\n\u003cp>Yon had a mortgage, but in recent years he said he couldn’t make the payments.\u003c/p>\n\u003cp>\"I was getting lots of nasty calls from the bank,” he said. Yon just wasn’t earning enough money on the road to keep his house. Yon said he's homeless now. The only reason he isn’t on the street is because he found a tiny place in Chinatown to stay in temporarily.\u003c/p>\n\u003cp>Yon’s voice began to break as he got to this point in the story. “I was very desperate. I was about to commit suicide,” he said.\u003c/p>\n\u003cp>The entire room was silent. Yon took a few seconds to compose himself. He was starting to talk about what he wanted from the SFMTA. An electric bell sounded. His time was up. \"I have to survive,\" was the last thing he said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","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>Yon gathered his papers and walked straight to the back of the room. Another driver, Inder Jitghotra, stood up and touched Yon’s shoulder. Jitghotra’s family owns six medallions and is on the edge of bankruptcy. Yon stood very still, clutching his notes. He stared straight ahead as another driver walked up to the podium to tell his story.\u003c/p>\n\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/news/11699586/many-s-f-cabbies-are-losing-one-of-the-last-places-they-might-make-a-buck","authors":["253"],"categories":["news_8","news_248","news_1397"],"tags":["news_4524","news_23372","news_22620","news_2024","news_4952","news_4523"],"featImg":"news_11699644","label":"news"},"news_10921777":{"type":"posts","id":"news_10921777","meta":{"index":"posts_1591205157","site":"news","id":"10921777","score":null,"sort":[1459982285000]},"guestAuthors":[],"slug":"federal-court-says-uber-can-appeal-class-action-suit-filed-by-california-drivers","title":"Federal Court Says Uber Can Appeal Class-Action Suit Filed by California Drivers","publishDate":1459982285,"format":"standard","headTitle":"The California Report | KQED News","labelTerm":{"term":72,"site":"news"},"content":"\u003cp>A San Francisco federal appeals court says Uber can appeal the class-action status of a lawsuit filed by drivers that challenges their status as independent contractors and argues they should be employees instead.\u003c/p>\n\u003cp>The Ninth U.S. Circuit Court of Appeals on Tuesday agreed to hear the appeal in June, around the same time the federal suit by Uber drivers is slated to go to trial. However, Uber's lawyers are now seeking to delay it. \u003c/p>\n\u003cp>In their appeal, the company's lawyers argue that a ruling by U.S. District Court Judge Edward Chen granting class-action status to more than 150,000 Uber drivers in California violated federal arbitration rules.\u003c/p>\n\u003cp>They say nearly all of those drivers agreed not to participate in the class action and to instead arbitrate disputes on an individual basis, but Chen ruled the arbitration clauses were unenforceable, and eventually agreed to expand the class from 8,000 to 150,000 drivers.\u003c/p>\n\u003cp>\"The district court ran roughshod over Uber's arbitration agreements and set this case for an improper class trial,\" Uber's lawyers argued in their brief, calling the ruling \"deeply flawed.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>In a statement, an Uber spokesman said: \"We are pleased that the Ninth Circuit has granted this petition to review the lower court's order.\"\u003c/p>\n\u003cp>Uber lawyers have appealed six of Chen's decisions, and say that if any of them succeed, the class-action certification rulings would \"crumble.\"\u003c/p>\n\u003cp>In her response, Shannon Liss-Riordan, the labor attorney representing the drivers, said the appeal was unnecessary, considering Uber has already appealed similar rulings.\u003c/p>\n\u003cp>\"The Court should object to Uber's backdoor attempt to stay proceedings in this case,\" she wrote, and \"allow Uber's existing appeals to sort out the ultimate scope of class while the case proceeds to trial.\"\u003c/p>\n\u003cp>On Wednesday, Uber filed a motion asking Chen to put the trial on hold until the appeal is decided, and confidently claimed \"it is likely to succeed.\" \u003c/p>\n\u003cp>In December, Chen \u003ca href=\"http://ww2.kqed.org/news/2015/12/18/judge-orders-uber-to-limit-communication-with-drivers-in-lawsuit\" target=\"_blank\">ordered Uber to limit communication with drivers\u003c/a> who are part of the lawsuit, saying revised arbitration agreements that the company sent out were likely to \"engender confusion.\"\u003c/p>\n\u003cp>The company issued the agreements two days after \u003ca href=\"http://ww2.kqed.org/news/2015/12/10/uber-drivers-class-action-lawsuit-expanded\" target=\"_blank\">Chen agreed to expand the class of drivers\u003c/a>.\u003c/p>\n\u003cp>The lawsuit by California Uber drivers, filed in August 2013, argues that they are employees, entitled to business expenses that include gas and vehicle maintenance costs.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>If the suit is successful, it could put a damper on Uber's business model of relying on drivers as independent contractors who pay their own expenses.\u003c/p>\n\n","blocks":[],"excerpt":"If the suit is successful, it could put a damper on Uber's business model of relying on drivers as independent contractors who pay their own expenses.","status":"publish","parent":0,"modified":1460044927,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":16,"wordCount":428},"headData":{"title":"Federal Court Says Uber Can Appeal Class-Action Suit Filed by California Drivers | KQED","description":"If the suit is successful, it could put a damper on Uber's business model of relying on drivers as independent contractors who pay their own expenses.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":""},"disqusIdentifier":"10921777 http://ww2.kqed.org/news/?p=10921777","disqusUrl":"https://ww2.kqed.org/news/2016/04/06/federal-court-says-uber-can-appeal-class-action-suit-filed-by-california-drivers/","disqusTitle":"Federal Court Says Uber Can Appeal Class-Action Suit Filed by California Drivers","path":"/news/10921777/federal-court-says-uber-can-appeal-class-action-suit-filed-by-california-drivers","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>A San Francisco federal appeals court says Uber can appeal the class-action status of a lawsuit filed by drivers that challenges their status as independent contractors and argues they should be employees instead.\u003c/p>\n\u003cp>The Ninth U.S. Circuit Court of Appeals on Tuesday agreed to hear the appeal in June, around the same time the federal suit by Uber drivers is slated to go to trial. However, Uber's lawyers are now seeking to delay it. \u003c/p>\n\u003cp>In their appeal, the company's lawyers argue that a ruling by U.S. District Court Judge Edward Chen granting class-action status to more than 150,000 Uber drivers in California violated federal arbitration rules.\u003c/p>\n\u003cp>They say nearly all of those drivers agreed not to participate in the class action and to instead arbitrate disputes on an individual basis, but Chen ruled the arbitration clauses were unenforceable, and eventually agreed to expand the class from 8,000 to 150,000 drivers.\u003c/p>\n\u003cp>\"The district court ran roughshod over Uber's arbitration agreements and set this case for an improper class trial,\" Uber's lawyers argued in their brief, calling the ruling \"deeply flawed.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","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>In a statement, an Uber spokesman said: \"We are pleased that the Ninth Circuit has granted this petition to review the lower court's order.\"\u003c/p>\n\u003cp>Uber lawyers have appealed six of Chen's decisions, and say that if any of them succeed, the class-action certification rulings would \"crumble.\"\u003c/p>\n\u003cp>In her response, Shannon Liss-Riordan, the labor attorney representing the drivers, said the appeal was unnecessary, considering Uber has already appealed similar rulings.\u003c/p>\n\u003cp>\"The Court should object to Uber's backdoor attempt to stay proceedings in this case,\" she wrote, and \"allow Uber's existing appeals to sort out the ultimate scope of class while the case proceeds to trial.\"\u003c/p>\n\u003cp>On Wednesday, Uber filed a motion asking Chen to put the trial on hold until the appeal is decided, and confidently claimed \"it is likely to succeed.\" \u003c/p>\n\u003cp>In December, Chen \u003ca href=\"http://ww2.kqed.org/news/2015/12/18/judge-orders-uber-to-limit-communication-with-drivers-in-lawsuit\" target=\"_blank\">ordered Uber to limit communication with drivers\u003c/a> who are part of the lawsuit, saying revised arbitration agreements that the company sent out were likely to \"engender confusion.\"\u003c/p>\n\u003cp>The company issued the agreements two days after \u003ca href=\"http://ww2.kqed.org/news/2015/12/10/uber-drivers-class-action-lawsuit-expanded\" target=\"_blank\">Chen agreed to expand the class of drivers\u003c/a>.\u003c/p>\n\u003cp>The lawsuit by California Uber drivers, filed in August 2013, argues that they are employees, entitled to business expenses that include gas and vehicle maintenance costs.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>If the suit is successful, it could put a damper on Uber's business model of relying on drivers as independent contractors who pay their own expenses.\u003c/p>\n\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/news/10921777/federal-court-says-uber-can-appeal-class-action-suit-filed-by-california-drivers","authors":["214"],"programs":["news_6944","news_72"],"categories":["news_8","news_248","news_1397"],"tags":["news_4952","news_4523"],"featImg":"news_10921779","label":"news_72"},"news_10813314":{"type":"posts","id":"news_10813314","meta":{"index":"posts_1591205157","site":"news","id":"10813314","score":null,"sort":[1452186006000]},"guestAuthors":[],"slug":"in-reversal-some-drivers-ditching-uber-and-lyft-for-cabs","title":"In Reversal, Some Drivers Ditching Uber and Lyft for Cabs","publishDate":1452186006,"format":"standard","headTitle":"News Fix | KQED News","labelTerm":{"term":6944,"site":"news"},"content":"\u003cp>As you will quickly discover if you ask your cab driver what he or she thinks about Uber and Lyft, those who work in the taxi industry consider the ride-service companies to be four-letter words of another order.\u003c/p>\n\u003cp>Still, over the past few years, San Francisco taxi companies have had trouble filling their shifts. That's because drivers have jumped ship to work for the upstarts, and new drivers entering the profession have opted for the ride services as well.\u003c/p>\n\u003cp>The San Francisco Examiner reported on Wednesday that Yellow Cab, the largest taxi company in the city, \u003ca href=\"http://www.sfexaminer.com/yellow-cab-to-file-for-bankruptcy/\" target=\"_blank\">will soon file for bankruptcy\u003c/a> in order to restructure its business.\u003c/p>\n\u003cp>\"On background, multiple sources told the Examiner that cab companies are having a tough time hiring competent drivers and may be hiring drivers with spotty driving records,\" the paper said.\u003c/p>\n\u003cp>Yet, there are other drivers who have taken the opposite route, going from Uber and Lyft to driving a cab.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Mickey Kelley operates the San Francisco Taxi School, which offers prospective cab drivers the courses they must take to get licensed. Classes range from five to 15 students each week. He estimates that from one-third to one-half of his students over the last six months have been former Uber and Lyft drivers.\u003c/p>\n\u003cp>“It started longer than six months ago, but about six months ago it really picked up,” he said.\u003c/p>\n\u003cp>Some of those were former cab drivers who had let their licenses expire when they moved on to the ride-service companies but now wanted to return to taxi work, Kelley says.\u003c/p>\n\u003cp>\"We’ve had cab drivers that quit driving a cab [to work for a ride-service firm], and a lot of those guys have come back and had to drive a cab again,“ he said.\u003c/p>\n\u003cp>Hansu Kim, owner of Flywheel Cab, said he's seen the same thing.\u003c/p>\n\u003cp>“We’re seeing a stream of UberX and Lyft drivers looking to drive a taxi now,\" Kim said. \"It used to be a trickle, now it’s more of a stream. Not the floodgates, yet.”\u003c/p>\n\u003cp>Flywheel referred me to Abdallah Hammad, 49, who has been driving for the company for about three years. To supplement his income, he drove on the side for both Uber and Lyft for about a year, but stopped around seven or eight months ago. The main reason: the extra cost and \"wear and tear\" of using his own car to do business.\u003c/p>\n\u003cp>(Note: Ride-service drivers can get partial relief from this expense by using the standard mileage-rate deduction on their tax returns.)\u003c/p>\n\u003cp>Hammad said that twice during Uber calls, customers became angry at the inflated fares they had to pay during a \u003ca href=\"https://www.google.com/search?q=surge+pricing+ube\" target=\"_blank\">surge pricing period\u003c/a> and slammed his car door so hard he had to have his automatic windows repaired.\u003c/p>\n\u003cp>But hadn't those customers agreed to accept the surge price when they ordered the ride?\u003c/p>\n\u003cp>“[Passengers] are \u003ca href=\"http://thegrio.com/2016/01/03/ubers-new-years-eve-surge-pricing-outrages-passengers-worldwide/\" target=\"_blank\">still mad\u003c/a>, even though they know in advance,” he said.\u003c/p>\n\u003cp>Hammad said passengers who had to fork over during a surge also tended to give him a lower rating. Uber drivers must maintain a 4.6 passenger rating or be \u003ca href=\"http://observer.com/2015/02/uber-drivers-the-punishment-for-bad-ratings-is-costly-training-courses/\" target=\"_blank\">suspended from driving\u003c/a>.\u003c/p>\n\u003cp>Kelly Dessaint, 44, who chronicles his \u003ca href=\"http://www.sfexaminer.com/author/k_dessaint/\" target=\"_blank\">adventures as a cab driver\u003c/a> for the San Francisco Examiner, started his professional driving career working for Uber and Lyft in 2014. But he quit early last year, went to taxi school, and has been driving for National Veterans Cab in San Francisco since February. He says he likes the feeling of community among cab drivers and that he makes more money driving a taxi than he did for Uber and Lyft.\u003c/p>\n\u003cp>“You’re doing all these $5 rides, you’re not getting tipped,” he said about driving for the ride services. “With a cab you can talk it up and people will tip you really well.”\u003c/p>\n\u003cp>Uber doesn’t \u003ca href=\"http://www.scpr.org/news/2015/10/21/55137/uber-tips-policy-causing-confusion-possibly-lower/\">allow tipping\u003c/a>, and Dessaint says \"you can tip on Lyft but nobody does. It’s so rare.” (Lyft says passengers collectively \u003ca href=\"http://thehub.lyft.com/blog/2015-highlights-for-drivers?utm_medium=Email&utm_source=ExactTarget&utm_campaign=82821259\" target=\"_blank\">gave more than $40 million in tips\u003c/a> to its 100,000 drivers in 2015. That's an average of $400 for each driver.)\u003c/p>\n\u003cp>Kelley, of the San Francisco Taxi School, believes that ride-service drivers who do the math discover that after maintenance and depreciation on their vehicle, they can do better driving a cab, which hasn't always been the case.\u003c/p>\n\u003cp>\"If you go back two years ago, it used to be pretty profitable to drive for [the ride services],\" he said. \"It’s just not anymore.\"\u003c/p>\n\u003cp>A price war between Uber and Lyft has contributed to a \u003ca href=\"http://fortune.com/2014/05/28/in-price-wars-some-uber-and-lyft-drivers-feel-the-crunch/\" target=\"_blank\">decline in driver pay\u003c/a>. Michael Banko, for instance, who has been driving for Lyft in San Francisco since 2012, said the lower rates that Lyft now charges have cut his driving income in half. He did say, however, that he gets tips from passengers “all the time.”\u003c/p>\n\u003cp>\u003cstrong>How Much Do Ride Service Drivers Really Make? \u003c/strong>\u003c/p>\n\u003cp>Nobody has really figured out, empirically, whether taxi or TNC (transportation network company) drivers make more money. Early last year, Uber released data that showed their drivers having the advantage.\u003c/p>\n\u003cp>\"A lot of former taxi drivers have decided they wanted to work for themselves and become self-employed,” the company wrote in an April 2015 \u003ca href=\"https://newsroom.uber.com/taxi-driver-jobs-vs-driving-with-uber/\">Uber Newsroom post\u003c/a>. \"These ex-taxicab drivers are choosing Uber because they like making more money and having a much more flexible schedule.” The post included this graphic: \u003cimg class=\"aligncenter size-full wp-image-10815071\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/uberEarnings.jpg\" alt=\"uberEarnings\" width=\"788\" height=\"525\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/12/uberEarnings.jpg 788w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/uberEarnings-400x266.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/uberEarnings-768x512.jpg 768w\" sizes=\"(max-width: 788px) 100vw, 788px\">\u003c/p>\n\u003cp>That $19.04 per hour figure comes from a \u003ca href=\"http://www.bsgco.com/insights/uber-the-driver-roadmap\" target=\"_blank\">December 2014 survey\u003c/a> by Benenson Strategy Group of 601 Uber \"driver partners\" in 20 markets. An Uber \u003ca href=\"https://s3.amazonaws.com/uber-static/comms/PDF/Uber_Driver-Partners_Hall_Kreuger_2015.pdf\" target=\"_blank\">analysis\u003c/a>, put together in conjunction with economist Alan B. Krueger, also cited data in a \u003ca href=\"http://stats.bls.gov/oes/2013/may/oes533041.htm\" target=\"_blank\">May 2013 Occupational Employment Statistics Survey\u003c/a> by the U.S. Bureau of Labor Statistics to show that taxi and limo drivers in six key markets made a median wage of $12.90 per hour, compared with Uber drivers' $19.19. But the Uber earnings figures \u003ca href=\"https://www.washingtonpost.com/news/the-switch/wp/2015/01/22/the-missing-data-point-from-ubers-driver-analysis-how-far-they-drive/\" target=\"_blank\">do not subtract the cost of gas, insurance and other expenses, like repairs\u003c/a>. (Newsweek \u003ca href=\"http://www.newsweek.com/thousands-drivers-declined-take-uber-survey-which-claims-78-drivers-satisfied-301252\" target=\"_blank\">also noted \u003c/a>that Uber price cuts went into effect soon after the survey. )\u003c/p>\n\u003cp>A similar survey released by Uber last month notably didn't address \u003ca href=\"http://www.sfgate.com/business/article/Uber-survey-highlights-driver-happiness-ignores-6676872.php\" target=\"_blank\">how much\u003c/a> drivers make.\u003c/p>\n\u003cp>Another data point: In September and October 2015, Sherpashare, a company that helps ride-service drivers track their earnings, surveyed 963 Uber and Lyft drivers. You can see self-reported gross income in this \u003ca href=\"https://www.sherpashare.com/share/the-top-demographic-trends-of-the-on-demand-workforce-appendix/\" target=\"_blank\">chart\u003c/a>.\u003c/p>\n\u003cp>The data found a big discrepancy in earnings between drivers over and under 55. Those who worked 31 to 40 hours per week and were 55 or under made an average of $2,162 gross per month, while those over 55 made $1,662.\u003c/p>\n\u003cp>Another \u003ca href=\"https://www.sherpashare.com/share/what-uber-lyft-drivers-earn-per-trip/\" target=\"_blank\">SherpaShare study\u003c/a>, “based on millions of UberX and Lyft trips tracked by drivers on the SherpaShare platform,” reported the average gross earnings per trip in May 2015 for each company in major cities.\u003c/p>\n\u003cp>In San Francisco, the average trip earned UberX drivers -- and again, these are gross earnings --- $14.65. Lyft drivers grossed $13.42 a trip.\u003c/p>\n\u003cp>And yet another set of numbers: \u003ca href=\"http://ww2.kqed.org/news/2015/11/16/california-regulators-offer-a-tiny-glimpse-of-data-from-uber-and-lyft\" target=\"_blank\">Aggregated data for all ride-service trips\u003c/a> in California presented at a Nov. 5 meeting of the California Public Utilities Commission and obtained by KQED combine stats submitted by UberX, Lyft, Sidecar, Summon, Wings and Shuddle. It shows the distribution of rides by the amount that passengers paid over 2014-15. Almost half of all fares were under $10, with an additional 23 percent between $10 to $15. A driver's share would be less than that after Uber and Lyft took their cut.\u003c/p>\n\u003cp>The \u003ca href=\"http://www.bls.gov/oes/current/oes533041.htm\" target=\"_blank\">May 2014 Occupational Employment Statistics Survey\u003c/a> found 178,000 cab drivers and chauffeurs in the country made an average of almost $26,000, or $12.35 per hour. In California, the average was $28,190 and $13.56 per hour.\u003c/p>\n\u003cp>\u003cstrong>A Former Cab Driver Who Loves Uber\u003c/strong>\u003c/p>\n\u003cp>In response to taxi driver Abdallah Hammad's negative experience driving for Uber, company spokeswoman Eva Behrend referred me to current UberX driver Tammy Johnson, of East Oakland.\u003c/p>\n\u003cp>Johnson, 38, told me she loves working for Uber, after driving for cab companies in San Leandro and Walnut Creek, where she experienced \"harassment in different forms. Everyone trying to hit on you.\"\u003c/p>\n\u003cp>Financial concerns also compelled her to switch. In general, every time taxi drivers go out on a shift, there's a chance they'll actually \u003cem>lose\u003c/em> money, because most of them lease their vehicles from the cab companies. Combine that with the cost of gas, and drivers start every shift in the hole. Johnson says that at least five times she didn't make enough money in fares to cover her daily costs.\u003c/p>\n\u003cp>She also said there was \"too much favoritism. Family members and insiders got the best calls.\" She felt compelled to buy dispatchers lunch or a bottle of wine to gain favor.\u003c/p>\n\u003cp>To be sure, the taxi industry has long had a reputation as a place where drivers \u003ca href=\"http://ww2.kqed.org/news/2013/12/11/taxi-drivers-and-whos-taking-money-out-of-their-pockets\" target=\"_blank\">have to pay cab company employees\u003c/a>. The San Francisco Transportation Code prohibits these payments, which some in the industry call tips, and others refer to as bribes, but the rule is unenforced.\u003c/p>\n\u003cp>While the amounts may seem small, they can add up. For example, John Han, a longtime San Francisco cab driver, told me he switched back to working at Yellow Cab in part because dispatchers at another company, which he didn't want to name, were demanding a total of $10 per day instead of the $6 he had been paying at Yellow.\u003c/p>\n\u003cp>Drivers are generally split over the fairness of this tipping system -- some don't mind, some say it's onerous. Either way, even $10 a day over the course of a year can easily add up to a couple of thousand dollars in a job that doesn't pay much to begin with. In 2014, one cab driver I talked to told me he was quitting to go to work for a ride service specifically because of having to pay taxi dispatchers.\u003c/p>\n\u003cp>\u003cstrong>New Taxi Meters: Leveling the Playing Field?\u003c/strong>\u003c/p>\n\u003cp>Last month, California's Division of Measurement Standards \u003ca href=\"http://www.sfchronicle.com/business/article/Flywheel-aims-to-replace-taxi-meters-with-6713925.php\" target=\"_blank\">approved TaxiOS\u003c/a> from Redwood City's Flywheel, a new GPS-based taxicab metering system. That's the same Flywheel that enables passengers to request cabs, track their location and pay, all via smartphones, just like Uber and Lyft.\u003c/p>\n\u003cp>Flywheel says about 80 percent of San Francisco cabs now accept calls from its app. The requests go out to every taxi that uses the system regardless of which company they work for.\u003c/p>\n\u003cp>Susan Shaheen, co-director of the \u003ca href=\"http://tsrc.berkeley.edu/\" target=\"_blank\">Transportation Sustainability Research Center\u003c/a> at UC Berkeley, last month \u003ca href=\"https://soundcloud.com/kqed/california-allows-smartphone-metered-taxis\" target=\"_blank\">told KQED's Mina Kim\u003c/a> that TaxiOS, which works with Android phones, will add \"an additional layer of flexibility to the taxi industry,\" allowing fare-splitting among customers and dynamic prices based on demand.\u003c/p>\n\u003cp>[soundcloud url=\"https://api.soundcloud.com/tracks/238752982\" params=\"color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false\" width=\"100%\" height=\"166\" iframe=\"true\" /]\u003c/p>\n\u003cp>Hansu Kim -- who likes Flywheel's e-hailing system so much he \u003ca href=\"http://www.sfgate.com/business/article/DeSoto-S-F-s-oldest-taxi-firm-rebrands-6087480.php\" target=\"_blank\">renamed his company\u003c/a> after it -- thinks the new TaxiOS meters will further enable cabbies to compete with Uber and Lyft drivers. About 50 Flywheel cabs participated in a recent two-month pilot program of the new meters.\u003c/p>\n\u003cp>Kim believes the abundance of San Francisco cabs that have adopted Flywheel's convenient e-hailing system leaves Uber and Lyft with the sole advantage of lower prices. He says the new meters will offer his drivers the ability to compete on cost, too.\u003c/p>\n\u003cp>\"With our [new] system we can now go to lower rates, more competitive rates ... where they’re appropriate,\" he said.\u003c/p>\n\u003cp>Flywheel -- the smartphone platform, not the cab company -- will create an algorithm that lowers prices when demand is low, Kim said. Those calls will be offered to cab drivers, who can decide whether to take them or not.\u003c/p>\n\u003cp>Cabs will still not be able to charge more during periods of high demand, as Uber has \u003ca href=\"http://bgr.com/2016/01/04/new-years-eve-uber-surge-pricing-reactions/\" target=\"_blank\">notoriously done\u003c/a>, because the San Francisco Municipal Transportation Agency has to approve any higher fares. However, Kim says, customers can lure cabs when they appear to be scarce through a pre-tipping component on the Flywheel app.\u003c/p>\n\u003cp>\"A passenger through their app can say I’m going to tip you 10 bucks, or 20 percent, and that creates a tremendous incentive for someone to ... go pick up that fare.\"\u003c/p>\n\u003cp>Kim said TaxiOS will also allow him to offer drivers a \"split meter system,\" in which the problem that former cab driver Tammy Johnson described -- leasing a cab and then not making enough money to cover the cost of the rental -- wouldn't be a risk, because the cab company will take only a portion of what the driver makes, the same business model that Uber and Lyft use.\u003c/p>\n\u003cp>\"I need to be able to lease vehicles to drivers who want to drive just a few hours a week part time,\" Kim said. \"So the traditional payment system, where you pay a lease for a cab for a certain amount of time, that needs to change.\"\u003c/p>\n\u003cp>The two taxi drivers I spoke to about the new TaxiOS meters were less than enthusiastic, if not downright suspicious.\u003c/p>\n\u003cp>\"Ultimately, the new Flywheel meters are fixing a problem that doesn’t exist,\" said Kelly Dessaint. He said his customers already split fares and negotiate for lower fares on slow nights. And he considers the algorithmic ability to decrease prices to be a bug, not a feature.\u003c/p>\n\u003cp>\"It becomes a race to the bottom,\" he said. \"And that's how Uber and Lyft screw their drivers.\"\u003c/p>\n\u003cp>(Uber has \u003ca href=\"https://newsroom.uber.com/beating-the-winter-slump-price-cuts-for-riders-with-guaranteed-earnings-for-drivers/\" target=\"_blank\">claimed\u003c/a> drivers actually make more in \u003ca href=\"https://ww2.kqed.org/wp-content/uploads/2015/01/uber_PriceCuts_BlogInfographic-01.png\" target=\"_blank\">some cities\u003c/a> under the price cuts.)\u003c/p>\n\u003cp>John Han, who drives for Yellow Cab, echoed Dessaint's concern.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>“I think that’s just participating in a race to the bottom,\" Han said. \"I don't want to compete for these lesser fares. It would be another reason to hand in my keys as a taxi driver.\"\u003c/p>\n\n","blocks":[],"excerpt":"One factor is a price war that has hurt the bottom line of ride-service drivers. ","status":"publish","parent":0,"modified":1452204957,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":63,"wordCount":2488},"headData":{"title":"In Reversal, Some Drivers Ditching Uber and Lyft for Cabs | KQED","description":"One factor is a price war that has hurt the bottom line of ride-service drivers. ","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":""},"disqusIdentifier":"10813314 http://ww2.kqed.org/news/?p=10813314","disqusUrl":"https://ww2.kqed.org/news/2016/01/07/in-reversal-some-drivers-ditching-uber-and-lyft-for-cabs/","disqusTitle":"In Reversal, Some Drivers Ditching Uber and Lyft for Cabs","path":"/news/10813314/in-reversal-some-drivers-ditching-uber-and-lyft-for-cabs","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>As you will quickly discover if you ask your cab driver what he or she thinks about Uber and Lyft, those who work in the taxi industry consider the ride-service companies to be four-letter words of another order.\u003c/p>\n\u003cp>Still, over the past few years, San Francisco taxi companies have had trouble filling their shifts. That's because drivers have jumped ship to work for the upstarts, and new drivers entering the profession have opted for the ride services as well.\u003c/p>\n\u003cp>The San Francisco Examiner reported on Wednesday that Yellow Cab, the largest taxi company in the city, \u003ca href=\"http://www.sfexaminer.com/yellow-cab-to-file-for-bankruptcy/\" target=\"_blank\">will soon file for bankruptcy\u003c/a> in order to restructure its business.\u003c/p>\n\u003cp>\"On background, multiple sources told the Examiner that cab companies are having a tough time hiring competent drivers and may be hiring drivers with spotty driving records,\" the paper said.\u003c/p>\n\u003cp>Yet, there are other drivers who have taken the opposite route, going from Uber and Lyft to driving a cab.\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>Mickey Kelley operates the San Francisco Taxi School, which offers prospective cab drivers the courses they must take to get licensed. Classes range from five to 15 students each week. He estimates that from one-third to one-half of his students over the last six months have been former Uber and Lyft drivers.\u003c/p>\n\u003cp>“It started longer than six months ago, but about six months ago it really picked up,” he said.\u003c/p>\n\u003cp>Some of those were former cab drivers who had let their licenses expire when they moved on to the ride-service companies but now wanted to return to taxi work, Kelley says.\u003c/p>\n\u003cp>\"We’ve had cab drivers that quit driving a cab [to work for a ride-service firm], and a lot of those guys have come back and had to drive a cab again,“ he said.\u003c/p>\n\u003cp>Hansu Kim, owner of Flywheel Cab, said he's seen the same thing.\u003c/p>\n\u003cp>“We’re seeing a stream of UberX and Lyft drivers looking to drive a taxi now,\" Kim said. \"It used to be a trickle, now it’s more of a stream. Not the floodgates, yet.”\u003c/p>\n\u003cp>Flywheel referred me to Abdallah Hammad, 49, who has been driving for the company for about three years. To supplement his income, he drove on the side for both Uber and Lyft for about a year, but stopped around seven or eight months ago. The main reason: the extra cost and \"wear and tear\" of using his own car to do business.\u003c/p>\n\u003cp>(Note: Ride-service drivers can get partial relief from this expense by using the standard mileage-rate deduction on their tax returns.)\u003c/p>\n\u003cp>Hammad said that twice during Uber calls, customers became angry at the inflated fares they had to pay during a \u003ca href=\"https://www.google.com/search?q=surge+pricing+ube\" target=\"_blank\">surge pricing period\u003c/a> and slammed his car door so hard he had to have his automatic windows repaired.\u003c/p>\n\u003cp>But hadn't those customers agreed to accept the surge price when they ordered the ride?\u003c/p>\n\u003cp>“[Passengers] are \u003ca href=\"http://thegrio.com/2016/01/03/ubers-new-years-eve-surge-pricing-outrages-passengers-worldwide/\" target=\"_blank\">still mad\u003c/a>, even though they know in advance,” he said.\u003c/p>\n\u003cp>Hammad said passengers who had to fork over during a surge also tended to give him a lower rating. Uber drivers must maintain a 4.6 passenger rating or be \u003ca href=\"http://observer.com/2015/02/uber-drivers-the-punishment-for-bad-ratings-is-costly-training-courses/\" target=\"_blank\">suspended from driving\u003c/a>.\u003c/p>\n\u003cp>Kelly Dessaint, 44, who chronicles his \u003ca href=\"http://www.sfexaminer.com/author/k_dessaint/\" target=\"_blank\">adventures as a cab driver\u003c/a> for the San Francisco Examiner, started his professional driving career working for Uber and Lyft in 2014. But he quit early last year, went to taxi school, and has been driving for National Veterans Cab in San Francisco since February. He says he likes the feeling of community among cab drivers and that he makes more money driving a taxi than he did for Uber and Lyft.\u003c/p>\n\u003cp>“You’re doing all these $5 rides, you’re not getting tipped,” he said about driving for the ride services. “With a cab you can talk it up and people will tip you really well.”\u003c/p>\n\u003cp>Uber doesn’t \u003ca href=\"http://www.scpr.org/news/2015/10/21/55137/uber-tips-policy-causing-confusion-possibly-lower/\">allow tipping\u003c/a>, and Dessaint says \"you can tip on Lyft but nobody does. It’s so rare.” (Lyft says passengers collectively \u003ca href=\"http://thehub.lyft.com/blog/2015-highlights-for-drivers?utm_medium=Email&utm_source=ExactTarget&utm_campaign=82821259\" target=\"_blank\">gave more than $40 million in tips\u003c/a> to its 100,000 drivers in 2015. That's an average of $400 for each driver.)\u003c/p>\n\u003cp>Kelley, of the San Francisco Taxi School, believes that ride-service drivers who do the math discover that after maintenance and depreciation on their vehicle, they can do better driving a cab, which hasn't always been the case.\u003c/p>\n\u003cp>\"If you go back two years ago, it used to be pretty profitable to drive for [the ride services],\" he said. \"It’s just not anymore.\"\u003c/p>\n\u003cp>A price war between Uber and Lyft has contributed to a \u003ca href=\"http://fortune.com/2014/05/28/in-price-wars-some-uber-and-lyft-drivers-feel-the-crunch/\" target=\"_blank\">decline in driver pay\u003c/a>. Michael Banko, for instance, who has been driving for Lyft in San Francisco since 2012, said the lower rates that Lyft now charges have cut his driving income in half. He did say, however, that he gets tips from passengers “all the time.”\u003c/p>\n\u003cp>\u003cstrong>How Much Do Ride Service Drivers Really Make? \u003c/strong>\u003c/p>\n\u003cp>Nobody has really figured out, empirically, whether taxi or TNC (transportation network company) drivers make more money. Early last year, Uber released data that showed their drivers having the advantage.\u003c/p>\n\u003cp>\"A lot of former taxi drivers have decided they wanted to work for themselves and become self-employed,” the company wrote in an April 2015 \u003ca href=\"https://newsroom.uber.com/taxi-driver-jobs-vs-driving-with-uber/\">Uber Newsroom post\u003c/a>. \"These ex-taxicab drivers are choosing Uber because they like making more money and having a much more flexible schedule.” The post included this graphic: \u003cimg class=\"aligncenter size-full wp-image-10815071\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/uberEarnings.jpg\" alt=\"uberEarnings\" width=\"788\" height=\"525\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/12/uberEarnings.jpg 788w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/uberEarnings-400x266.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/uberEarnings-768x512.jpg 768w\" sizes=\"(max-width: 788px) 100vw, 788px\">\u003c/p>\n\u003cp>That $19.04 per hour figure comes from a \u003ca href=\"http://www.bsgco.com/insights/uber-the-driver-roadmap\" target=\"_blank\">December 2014 survey\u003c/a> by Benenson Strategy Group of 601 Uber \"driver partners\" in 20 markets. An Uber \u003ca href=\"https://s3.amazonaws.com/uber-static/comms/PDF/Uber_Driver-Partners_Hall_Kreuger_2015.pdf\" target=\"_blank\">analysis\u003c/a>, put together in conjunction with economist Alan B. Krueger, also cited data in a \u003ca href=\"http://stats.bls.gov/oes/2013/may/oes533041.htm\" target=\"_blank\">May 2013 Occupational Employment Statistics Survey\u003c/a> by the U.S. Bureau of Labor Statistics to show that taxi and limo drivers in six key markets made a median wage of $12.90 per hour, compared with Uber drivers' $19.19. But the Uber earnings figures \u003ca href=\"https://www.washingtonpost.com/news/the-switch/wp/2015/01/22/the-missing-data-point-from-ubers-driver-analysis-how-far-they-drive/\" target=\"_blank\">do not subtract the cost of gas, insurance and other expenses, like repairs\u003c/a>. (Newsweek \u003ca href=\"http://www.newsweek.com/thousands-drivers-declined-take-uber-survey-which-claims-78-drivers-satisfied-301252\" target=\"_blank\">also noted \u003c/a>that Uber price cuts went into effect soon after the survey. )\u003c/p>\n\u003cp>A similar survey released by Uber last month notably didn't address \u003ca href=\"http://www.sfgate.com/business/article/Uber-survey-highlights-driver-happiness-ignores-6676872.php\" target=\"_blank\">how much\u003c/a> drivers make.\u003c/p>\n\u003cp>Another data point: In September and October 2015, Sherpashare, a company that helps ride-service drivers track their earnings, surveyed 963 Uber and Lyft drivers. You can see self-reported gross income in this \u003ca href=\"https://www.sherpashare.com/share/the-top-demographic-trends-of-the-on-demand-workforce-appendix/\" target=\"_blank\">chart\u003c/a>.\u003c/p>\n\u003cp>The data found a big discrepancy in earnings between drivers over and under 55. Those who worked 31 to 40 hours per week and were 55 or under made an average of $2,162 gross per month, while those over 55 made $1,662.\u003c/p>\n\u003cp>Another \u003ca href=\"https://www.sherpashare.com/share/what-uber-lyft-drivers-earn-per-trip/\" target=\"_blank\">SherpaShare study\u003c/a>, “based on millions of UberX and Lyft trips tracked by drivers on the SherpaShare platform,” reported the average gross earnings per trip in May 2015 for each company in major cities.\u003c/p>\n\u003cp>In San Francisco, the average trip earned UberX drivers -- and again, these are gross earnings --- $14.65. Lyft drivers grossed $13.42 a trip.\u003c/p>\n\u003cp>And yet another set of numbers: \u003ca href=\"http://ww2.kqed.org/news/2015/11/16/california-regulators-offer-a-tiny-glimpse-of-data-from-uber-and-lyft\" target=\"_blank\">Aggregated data for all ride-service trips\u003c/a> in California presented at a Nov. 5 meeting of the California Public Utilities Commission and obtained by KQED combine stats submitted by UberX, Lyft, Sidecar, Summon, Wings and Shuddle. It shows the distribution of rides by the amount that passengers paid over 2014-15. Almost half of all fares were under $10, with an additional 23 percent between $10 to $15. A driver's share would be less than that after Uber and Lyft took their cut.\u003c/p>\n\u003cp>The \u003ca href=\"http://www.bls.gov/oes/current/oes533041.htm\" target=\"_blank\">May 2014 Occupational Employment Statistics Survey\u003c/a> found 178,000 cab drivers and chauffeurs in the country made an average of almost $26,000, or $12.35 per hour. In California, the average was $28,190 and $13.56 per hour.\u003c/p>\n\u003cp>\u003cstrong>A Former Cab Driver Who Loves Uber\u003c/strong>\u003c/p>\n\u003cp>In response to taxi driver Abdallah Hammad's negative experience driving for Uber, company spokeswoman Eva Behrend referred me to current UberX driver Tammy Johnson, of East Oakland.\u003c/p>\n\u003cp>Johnson, 38, told me she loves working for Uber, after driving for cab companies in San Leandro and Walnut Creek, where she experienced \"harassment in different forms. Everyone trying to hit on you.\"\u003c/p>\n\u003cp>Financial concerns also compelled her to switch. In general, every time taxi drivers go out on a shift, there's a chance they'll actually \u003cem>lose\u003c/em> money, because most of them lease their vehicles from the cab companies. Combine that with the cost of gas, and drivers start every shift in the hole. Johnson says that at least five times she didn't make enough money in fares to cover her daily costs.\u003c/p>\n\u003cp>She also said there was \"too much favoritism. Family members and insiders got the best calls.\" She felt compelled to buy dispatchers lunch or a bottle of wine to gain favor.\u003c/p>\n\u003cp>To be sure, the taxi industry has long had a reputation as a place where drivers \u003ca href=\"http://ww2.kqed.org/news/2013/12/11/taxi-drivers-and-whos-taking-money-out-of-their-pockets\" target=\"_blank\">have to pay cab company employees\u003c/a>. The San Francisco Transportation Code prohibits these payments, which some in the industry call tips, and others refer to as bribes, but the rule is unenforced.\u003c/p>\n\u003cp>While the amounts may seem small, they can add up. For example, John Han, a longtime San Francisco cab driver, told me he switched back to working at Yellow Cab in part because dispatchers at another company, which he didn't want to name, were demanding a total of $10 per day instead of the $6 he had been paying at Yellow.\u003c/p>\n\u003cp>Drivers are generally split over the fairness of this tipping system -- some don't mind, some say it's onerous. Either way, even $10 a day over the course of a year can easily add up to a couple of thousand dollars in a job that doesn't pay much to begin with. In 2014, one cab driver I talked to told me he was quitting to go to work for a ride service specifically because of having to pay taxi dispatchers.\u003c/p>\n\u003cp>\u003cstrong>New Taxi Meters: Leveling the Playing Field?\u003c/strong>\u003c/p>\n\u003cp>Last month, California's Division of Measurement Standards \u003ca href=\"http://www.sfchronicle.com/business/article/Flywheel-aims-to-replace-taxi-meters-with-6713925.php\" target=\"_blank\">approved TaxiOS\u003c/a> from Redwood City's Flywheel, a new GPS-based taxicab metering system. That's the same Flywheel that enables passengers to request cabs, track their location and pay, all via smartphones, just like Uber and Lyft.\u003c/p>\n\u003cp>Flywheel says about 80 percent of San Francisco cabs now accept calls from its app. The requests go out to every taxi that uses the system regardless of which company they work for.\u003c/p>\n\u003cp>Susan Shaheen, co-director of the \u003ca href=\"http://tsrc.berkeley.edu/\" target=\"_blank\">Transportation Sustainability Research Center\u003c/a> at UC Berkeley, last month \u003ca href=\"https://soundcloud.com/kqed/california-allows-smartphone-metered-taxis\" target=\"_blank\">told KQED's Mina Kim\u003c/a> that TaxiOS, which works with Android phones, will add \"an additional layer of flexibility to the taxi industry,\" allowing fare-splitting among customers and dynamic prices based on demand.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cdiv class='utils-parseShortcode-shortcodes-__shortcodes__shortcodeWrapper'>\n \u003ciframe width='100%' height='166'\n scrolling='no' frameborder='no'\n src='https://w.soundcloud.com/player/?url=https://api.soundcloud.com/tracks/238752982&visual=true&color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false'\n title='https://api.soundcloud.com/tracks/238752982'>\n \u003c/iframe>\n \u003c/div>\u003c/p>\u003cp>\u003c/p>\n\u003cp>Hansu Kim -- who likes Flywheel's e-hailing system so much he \u003ca href=\"http://www.sfgate.com/business/article/DeSoto-S-F-s-oldest-taxi-firm-rebrands-6087480.php\" target=\"_blank\">renamed his company\u003c/a> after it -- thinks the new TaxiOS meters will further enable cabbies to compete with Uber and Lyft drivers. About 50 Flywheel cabs participated in a recent two-month pilot program of the new meters.\u003c/p>\n\u003cp>Kim believes the abundance of San Francisco cabs that have adopted Flywheel's convenient e-hailing system leaves Uber and Lyft with the sole advantage of lower prices. He says the new meters will offer his drivers the ability to compete on cost, too.\u003c/p>\n\u003cp>\"With our [new] system we can now go to lower rates, more competitive rates ... where they’re appropriate,\" he said.\u003c/p>\n\u003cp>Flywheel -- the smartphone platform, not the cab company -- will create an algorithm that lowers prices when demand is low, Kim said. Those calls will be offered to cab drivers, who can decide whether to take them or not.\u003c/p>\n\u003cp>Cabs will still not be able to charge more during periods of high demand, as Uber has \u003ca href=\"http://bgr.com/2016/01/04/new-years-eve-uber-surge-pricing-reactions/\" target=\"_blank\">notoriously done\u003c/a>, because the San Francisco Municipal Transportation Agency has to approve any higher fares. However, Kim says, customers can lure cabs when they appear to be scarce through a pre-tipping component on the Flywheel app.\u003c/p>\n\u003cp>\"A passenger through their app can say I’m going to tip you 10 bucks, or 20 percent, and that creates a tremendous incentive for someone to ... go pick up that fare.\"\u003c/p>\n\u003cp>Kim said TaxiOS will also allow him to offer drivers a \"split meter system,\" in which the problem that former cab driver Tammy Johnson described -- leasing a cab and then not making enough money to cover the cost of the rental -- wouldn't be a risk, because the cab company will take only a portion of what the driver makes, the same business model that Uber and Lyft use.\u003c/p>\n\u003cp>\"I need to be able to lease vehicles to drivers who want to drive just a few hours a week part time,\" Kim said. \"So the traditional payment system, where you pay a lease for a cab for a certain amount of time, that needs to change.\"\u003c/p>\n\u003cp>The two taxi drivers I spoke to about the new TaxiOS meters were less than enthusiastic, if not downright suspicious.\u003c/p>\n\u003cp>\"Ultimately, the new Flywheel meters are fixing a problem that doesn’t exist,\" said Kelly Dessaint. He said his customers already split fares and negotiate for lower fares on slow nights. And he considers the algorithmic ability to decrease prices to be a bug, not a feature.\u003c/p>\n\u003cp>\"It becomes a race to the bottom,\" he said. \"And that's how Uber and Lyft screw their drivers.\"\u003c/p>\n\u003cp>(Uber has \u003ca href=\"https://newsroom.uber.com/beating-the-winter-slump-price-cuts-for-riders-with-guaranteed-earnings-for-drivers/\" target=\"_blank\">claimed\u003c/a> drivers actually make more in \u003ca href=\"https://ww2.kqed.org/wp-content/uploads/2015/01/uber_PriceCuts_BlogInfographic-01.png\" target=\"_blank\">some cities\u003c/a> under the price cuts.)\u003c/p>\n\u003cp>John Han, who drives for Yellow Cab, echoed Dessaint's concern.\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 think that’s just participating in a race to the bottom,\" Han said. \"I don't want to compete for these lesser fares. It would be another reason to hand in my keys as a taxi driver.\"\u003c/p>\n\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/news/10813314/in-reversal-some-drivers-ditching-uber-and-lyft-for-cabs","authors":["80"],"programs":["news_6944"],"categories":["news_1758","news_8","news_248","news_1397"],"tags":["news_4524","news_2024","news_4952","news_4523","news_4953"],"featImg":"news_10794695","label":"news_6944"},"news_10794638":{"type":"posts","id":"news_10794638","meta":{"index":"posts_1591205157","site":"news","id":"10794638","score":null,"sort":[1450144728000]},"guestAuthors":[],"slug":"seattle-allows-ride-hailing-company-drivers-to-unionize","title":"Seattle Allows Uber and Lyft Drivers to Unionize","publishDate":1450144728,"format":"standard","headTitle":"The California Report | KQED News","labelTerm":{"term":72,"site":"news"},"content":"\u003cp>Seattle on Monday became the first city in the nation to allow drivers of ride-hailing companies such as Uber and Lyft to unionize over pay and working conditions.\u003c/p>\n\u003cp>Supporters erupted into cheers after the City Council voted 8-0 in favor of the legislation, which is seen as a test case for the changing 21st century workforce. The companies strongly oppose it, and several council members acknowledged there would be legal challenges ahead but said it was worth doing.\u003c/p>\n\u003caside class=\"pullquote alignright\">'My intent is to make sure that the people, the drivers, the workers in our community continue to have access to good wage jobs.'\u003ccite>Seattle Councilmember Mike O’Brien\u003c/cite>\u003c/aside>\n\u003cp>The measure requires companies that hire or contract with drivers of taxis, for-hire transportation companies and app-based ride-hailing services to bargain with their drivers, if a majority shows they want to be represented. Drivers would be represented by nonprofit organizations certified by the city.\u003c/p>\n\u003cp>Seattle has been a national leader on workers' rights, such as gradually raising the minimum wage to $15 and requiring most employers to provide paid sick leave.\u003c/p>\n\u003cp>\"My intent is to make sure that the people, the drivers, the workers in our community continue to have access to good wage jobs,\" Councilmember Mike O'Brien said. He added innovation can continue to happen, but it shouldn't be done at the expense of workers.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Many drivers in Seattle are immigrants who depend on full-time work, but some make less than minimum wage and lack basic worker rights, such as sick leave and protection from retaliation, he said.\u003c/p>\n\u003cp>[contextly_sidebar id=\"cD4eZlRSX1eM0jcx1iHjlhmRNpBVcMSd\"]\u003c/p>\n\u003cp>The National Labor Relations Act does not extend collective bargaining rights to independent contractors.\u003c/p>\n\u003cp>San Francisco-based Uber and others say federal labor law prevents cities from regulating collective bargaining, and the ordinance would violate federal antitrust laws. Opponents also argue it would be costly for the city to implement, it would violate drivers' privacy since their information would be given to the organization, and it would stifle the growth of the on-demand economy.\u003c/p>\n\u003cp>In a response to a request for a comment on the legislation, Uber said in a statement Monday it is \"creating new opportunities for many people to earn a better living on their own time and their own terms.\"\u003c/p>\n\u003cp>San Francisco-based Lyft urged the mayor and council to reconsider the measure and listen to those who seek the flexible economic opportunity the company offers.\u003c/p>\n\u003cp>\"Unfortunately, the ordinance passed today threatens the privacy of drivers, imposes substantial costs on passengers and the city, and conflicts with longstanding federal law,\" Lyft's statement said.\u003c/p>\n\u003cp>Charlotte Garden, an assistant law professor at Seattle University, said it's a \"virtual certainty\" that the ordinance will be challenged in court if it's enacted.\u003c/p>\n\u003cp>\"I anticipate that other cities will consider similar measures, but they may wait to see whether the ordinance survives review by a federal court,\" she said.\u003c/p>\n\u003cp>Meanwhile, Mayor Ed Murray told the council in a letter Monday that he supports the right of workers to unionize but has concerns about the bill. Murray worried about the unknown costs of administering the measure, the burden of rulemaking on city staff and the potential costs of defending it court.\u003c/p>\n\u003cfigure id=\"attachment_10794695\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/TNCDriver.jpg\" alt=\"Tevita Vainuku, 59, fiddles with his smartphone as he prepares to pick up his next Lyft customer on Aug. 31, 2015. Vainuku drives for Lyft and Uber six days a week.\" width=\"1920\" height=\"1189\" class=\"size-full wp-image-10794695\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/12/TNCDriver.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/TNCDriver-400x248.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/TNCDriver-800x495.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/TNCDriver-768x476.jpg 768w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/TNCDriver-1440x892.jpg 1440w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/TNCDriver-1180x731.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/TNCDriver-960x595.jpg 960w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Tevita Vainuku, 59, fiddles with his smartphone as he prepares to pick up his next Lyft customer on Aug. 31, 2015. Vainuku drives for Lyft and Uber six days a week. \u003ccite>(Ericka Cruz Guevarra/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Uber has about 400,000 drivers nationwide with about 10,000 in Seattle. Its rival, Lyft, also has thousands of drivers in Seattle but declined to give a specific number.\u003c/p>\n\u003cp>Legal experts have been mixed on how the bill would be challenged in court, including whether the ordinance violates antitrust laws because it would allow drivers to get together and set rates.\u003c/p>\n\u003cp>Uber is \u003ca href=\"http://ww2.kqed.org/news/2015/12/10/uber-drivers-class-action-lawsuit-expanded\" target=\"_blank\">facing a class-action lawsuit\u003c/a> in federal court in California over worker classification. The plaintiffs named in the suit say they are Uber employees, not independent contractors, and have been shortchanged on expenses and tips.\u003c/p>\n\u003cp>Uber and Lyft say drivers have flexibility in deciding when they work and how many hours, and many chose to drive to supplement their income. But drivers don't have a say in rate changes, can be deactivated at will and don't have access to worker protections such as sick leave and minimum wage laws, Dawn Gearhart, a representative with Teamsters Local 117.\u003c/p>\n\u003cp>Under the proposed ordinance, the city will give certified nonprofit organizations a list of eligible drivers at each company, and the groups must show that a majority of drivers of each company want representation. The organizations would then bargain on behalf of those drivers.\u003c/p>\n\u003cp>\"This is amazing,\" said Saad Melouchi, 30, who drives for Uber. \"I'm so happy for myself and for other drivers.\"\u003c/p>\n\u003cp>He said he would like to bargain over safety, living wage and other issues.\u003c/p>\n\u003cp>Some for-hire drivers who spoke at the public hearing urged the council to hold off on the legislation, saying they didn't have a voice in the process.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The Teamsters Union Local 117 also celebrated the vote, while the National Right To Work Legal Foundation criticized it as a violation of drivers' rights.\u003c/p>\n\n","blocks":[],"excerpt":"It's the first U.S. city to allow drivers of ride-hailing companies such as Uber and Lyft to unionize over pay and working conditions.","status":"publish","parent":0,"modified":1450146768,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":26,"wordCount":872},"headData":{"title":"Seattle Allows Uber and Lyft Drivers to Unionize | KQED","description":"It's the first U.S. city to allow drivers of ride-hailing companies such as Uber and Lyft to unionize over pay and working conditions.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":""},"disqusIdentifier":"10794638 http://ww2.kqed.org/news/?p=10794638","disqusUrl":"https://ww2.kqed.org/news/2015/12/14/seattle-allows-ride-hailing-company-drivers-to-unionize/","disqusTitle":"Seattle Allows Uber and Lyft Drivers to Unionize","nprByline":"\u003cstrong>\u003ca href=\"http://bigstory.ap.org/content/phuong-le\">Phuong Le\u003c/a>\u003cbr>The Associated Press\u003c/strong>","path":"/news/10794638/seattle-allows-ride-hailing-company-drivers-to-unionize","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>Seattle on Monday became the first city in the nation to allow drivers of ride-hailing companies such as Uber and Lyft to unionize over pay and working conditions.\u003c/p>\n\u003cp>Supporters erupted into cheers after the City Council voted 8-0 in favor of the legislation, which is seen as a test case for the changing 21st century workforce. The companies strongly oppose it, and several council members acknowledged there would be legal challenges ahead but said it was worth doing.\u003c/p>\n\u003caside class=\"pullquote alignright\">'My intent is to make sure that the people, the drivers, the workers in our community continue to have access to good wage jobs.'\u003ccite>Seattle Councilmember Mike O’Brien\u003c/cite>\u003c/aside>\n\u003cp>The measure requires companies that hire or contract with drivers of taxis, for-hire transportation companies and app-based ride-hailing services to bargain with their drivers, if a majority shows they want to be represented. Drivers would be represented by nonprofit organizations certified by the city.\u003c/p>\n\u003cp>Seattle has been a national leader on workers' rights, such as gradually raising the minimum wage to $15 and requiring most employers to provide paid sick leave.\u003c/p>\n\u003cp>\"My intent is to make sure that the people, the drivers, the workers in our community continue to have access to good wage jobs,\" Councilmember Mike O'Brien said. He added innovation can continue to happen, but it shouldn't be done at the expense of workers.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","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>Many drivers in Seattle are immigrants who depend on full-time work, but some make less than minimum wage and lack basic worker rights, such as sick leave and protection from retaliation, he said.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>The National Labor Relations Act does not extend collective bargaining rights to independent contractors.\u003c/p>\n\u003cp>San Francisco-based Uber and others say federal labor law prevents cities from regulating collective bargaining, and the ordinance would violate federal antitrust laws. Opponents also argue it would be costly for the city to implement, it would violate drivers' privacy since their information would be given to the organization, and it would stifle the growth of the on-demand economy.\u003c/p>\n\u003cp>In a response to a request for a comment on the legislation, Uber said in a statement Monday it is \"creating new opportunities for many people to earn a better living on their own time and their own terms.\"\u003c/p>\n\u003cp>San Francisco-based Lyft urged the mayor and council to reconsider the measure and listen to those who seek the flexible economic opportunity the company offers.\u003c/p>\n\u003cp>\"Unfortunately, the ordinance passed today threatens the privacy of drivers, imposes substantial costs on passengers and the city, and conflicts with longstanding federal law,\" Lyft's statement said.\u003c/p>\n\u003cp>Charlotte Garden, an assistant law professor at Seattle University, said it's a \"virtual certainty\" that the ordinance will be challenged in court if it's enacted.\u003c/p>\n\u003cp>\"I anticipate that other cities will consider similar measures, but they may wait to see whether the ordinance survives review by a federal court,\" she said.\u003c/p>\n\u003cp>Meanwhile, Mayor Ed Murray told the council in a letter Monday that he supports the right of workers to unionize but has concerns about the bill. Murray worried about the unknown costs of administering the measure, the burden of rulemaking on city staff and the potential costs of defending it court.\u003c/p>\n\u003cfigure id=\"attachment_10794695\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/TNCDriver.jpg\" alt=\"Tevita Vainuku, 59, fiddles with his smartphone as he prepares to pick up his next Lyft customer on Aug. 31, 2015. Vainuku drives for Lyft and Uber six days a week.\" width=\"1920\" height=\"1189\" class=\"size-full wp-image-10794695\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/12/TNCDriver.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/TNCDriver-400x248.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/TNCDriver-800x495.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/TNCDriver-768x476.jpg 768w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/TNCDriver-1440x892.jpg 1440w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/TNCDriver-1180x731.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/TNCDriver-960x595.jpg 960w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Tevita Vainuku, 59, fiddles with his smartphone as he prepares to pick up his next Lyft customer on Aug. 31, 2015. Vainuku drives for Lyft and Uber six days a week. \u003ccite>(Ericka Cruz Guevarra/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Uber has about 400,000 drivers nationwide with about 10,000 in Seattle. Its rival, Lyft, also has thousands of drivers in Seattle but declined to give a specific number.\u003c/p>\n\u003cp>Legal experts have been mixed on how the bill would be challenged in court, including whether the ordinance violates antitrust laws because it would allow drivers to get together and set rates.\u003c/p>\n\u003cp>Uber is \u003ca href=\"http://ww2.kqed.org/news/2015/12/10/uber-drivers-class-action-lawsuit-expanded\" target=\"_blank\">facing a class-action lawsuit\u003c/a> in federal court in California over worker classification. The plaintiffs named in the suit say they are Uber employees, not independent contractors, and have been shortchanged on expenses and tips.\u003c/p>\n\u003cp>Uber and Lyft say drivers have flexibility in deciding when they work and how many hours, and many chose to drive to supplement their income. But drivers don't have a say in rate changes, can be deactivated at will and don't have access to worker protections such as sick leave and minimum wage laws, Dawn Gearhart, a representative with Teamsters Local 117.\u003c/p>\n\u003cp>Under the proposed ordinance, the city will give certified nonprofit organizations a list of eligible drivers at each company, and the groups must show that a majority of drivers of each company want representation. The organizations would then bargain on behalf of those drivers.\u003c/p>\n\u003cp>\"This is amazing,\" said Saad Melouchi, 30, who drives for Uber. \"I'm so happy for myself and for other drivers.\"\u003c/p>\n\u003cp>He said he would like to bargain over safety, living wage and other issues.\u003c/p>\n\u003cp>Some for-hire drivers who spoke at the public hearing urged the council to hold off on the legislation, saying they didn't have a voice in the process.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The Teamsters Union Local 117 also celebrated the vote, while the National Right To Work Legal Foundation criticized it as a violation of drivers' rights.\u003c/p>\n\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/news/10794638/seattle-allows-ride-hailing-company-drivers-to-unionize","authors":["byline_news_10794638"],"programs":["news_6944","news_72"],"categories":["news_1758","news_8","news_13","news_1397"],"tags":["news_19904","news_4524","news_17286","news_17041","news_4952","news_4523","news_794"],"featImg":"news_10794641","label":"news_72"},"news_10752545":{"type":"posts","id":"news_10752545","meta":{"index":"posts_1591205157","site":"news","id":"10752545","score":null,"sort":[1447660919000]},"guestAuthors":[],"slug":"california-regulators-offer-a-tiny-glimpse-of-data-from-uber-and-lyft","title":"New California Data on Ride Services Reveal Rise in Collisions and Incidents","publishDate":1447660919,"format":"standard","headTitle":"The California Report | KQED News","labelTerm":{"term":72,"site":"news"},"content":"\u003cp>State regulators have analyzed and released a tiny glimpse of data submitted by Uber, Lyft and other companies -- information the firms have carefully guarded because they claim it would reveal trade secrets.\u003c/p>\n\u003cp>A report on some of the data was presented at a Nov. 5th meeting of the California Public Utilities Commission. While the analysis doesn’t size up how transportation network companies (TNC) are complying with state regulations overall, it does provide a snapshot of the volume of trips and growth of ride services over the past two years.\u003c/p>\n\u003cp>The aggregated data confirm steady month-by-month growth of transportation network companies in California, amounting to a total of 612.6 million miles driven over the two-year period from September 2013 to September 2015. Rides during that time generated about $1.6 billion in fares.\u003c/p>\n\u003cp>The numbers may sound large, but when compared with overall vehicle trips in California, they still represent a relatively small slice of the pie, according to Juan Matute, associate director of UCLA's Institute of Transportation Studies.\u003c/p>\n\u003cp>The report combines data from UberX, Lyft, Sidecar, Summon, Wings and Shuddle. It doesn’t include numbers that might tell how ride services are serving passengers with disabilities and people who live in disadvantaged communities.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"The reason we didn’t provide charts on all the data [is] we’re still evaluating the data and communicating with some of the companies on some of the data issues,\" Valerie Kao of the CPUC's Safety and Enforcement Division told the commission.\u003c/p>\n\u003cp>\u003cstrong>Collisions\u003c/strong>\u003c/p>\n\u003cp>The numbers indicate collisions and incidents involving ride service drivers are climbing.\u003c/p>\n\u003cp>\"If it’s normalized by miles driven, you’d expect the number of incidents to be somewhat stable over time,\" said Matute. The increase is concerning, he said, \"because that would be indicative of TNCs being less safe as they scale up.\"\u003c/p>\n\u003cp>Kao, the CPUC’s analyst, said most of the incidents were minor fender benders or rear-end collisions. The report listed the number of \"incidents/collisions\" involving pedestrians and bicyclists, though it did not highlight how many involved injuries or deaths.\u003c/p>\n\u003cp>More than 300 of the “incidents” involved passengers opening doors into traffic. Ninety collisions were doorings of people on bikes, skateboards, motorcycles and scooters. The report counted 200 incidents where a bicyclist or pedestrian was \"struck,\" or \"made contact with\" or \"involved.\" And it added this detail: Drivers “rolled over” passengers’ feet 100 times.\u003c/p>\n\u003cp>Currently, the report says, more than 30,000 new drivers are being trained every month by the TNCs, although Kao said that number is probably overstated because it doesn't reflect inactive drivers, or drivers who work for both Uber and Lyft, for example.\u003c/p>\n\u003cp>At the meeting, Commissioner Catherine Sandoval, who noted that a driver once hit her while she was walking, said pedestrian and bicyclist safety training should be included.\u003c/p>\n\u003cp>“I think that having some training around this area would be very important. There are areas like San Francisco that are known hot zones for these collisions,” she said.\u003c/p>\n\u003cp>In 2013, an Uber driver was charged with vehicular manslaughter for hitting and killing 6-year-old \u003ca href=\"http://ww2.kqed.org/news/tag/sophia-liu\">Sofia Liu\u003c/a> as she and her family were walking in a crosswalk on San Francisco’s Polk Street. In July, Uber settled a lawsuit with the Liu family.\u003c/p>\n\u003cp>The data say Uber paid an average insurance amount of $6,500 per incident. It did not indicate fault in the incidents and collisions. CPUC officials did not immediately respond to questions about the data.\u003c/p>\n\u003cp>\u003cstrong>Evening Rides\u003c/strong>\u003c/p>\n\u003cp>More than 30 percent of all trips were taken in the evening, between 7 and 10 p.m., an indication that many are using the services for social outings, said Matute.\u003c/p>\n\u003cp>\"People are using transportation network companies after the peak hours for transit service, when it's dark, when they might not feel comfortable bicycling,\" said Matute.\u003c/p>\n\u003cp>What was most interesting about the data to Matute was that 30 percent of rides were 3 miles and under, and nearly half of all trips cost $10 or less.\u003c/p>\n\u003cp>\"That showed me that they were primarily trips where biking could have potentially been a viable option. They might be trips where transit wouldn't be a viable option,\" said Matute, who added it's also possible short trips may have combined transit and ride services.\u003c/p>\n\u003cp>\u003cstrong>Uber 'Defied' Requirements\u003c/strong>\u003c/p>\n\u003cp>Some of the data, according to regulators, was difficult to get from the largest transportation network company, Uber, which was threatened in July with suspension and a $7 million fine by an administrative law judge for failing to meet all the reporting requirements.\u003c/p>\n\u003cp>When it came to submitting detailed data by Zip code, regulators say what Uber submitted was “useless” and “suffered from a serious lack of precision.” The company argued the data would reveal trade secrets, offering competitors clues on where to expand “without conducting market research.” CPUC representatives stressed in emails that they could not legally release the data.\u003c/p>\n\u003cp>Uber has since complied with all the data requirements, except for one, after it exhibited “outright defiance,” regulators alleged in September, in \u003ca href=\"http://docs.cpuc.ca.gov/PublishedDocs/Efile/G000/M154/K658/154658066.PDF\" target=\"_blank\">a written response\u003c/a> to the company’s appeal.\u003c/p>\n\u003cp>Regulators said Uber submitted explanations that weren’t adequate for analysts to identify the cause of certain incidents in its report on problems with drivers. But they agreed to suspend daily fines for Uber until the full commission provides guidance on “what constitutes an adequate explanation of ‘cause.’ ”\u003c/p>\n\u003cp>An administrative law judge is currently reviewing Uber's appeal, according to a CPUC spokesman.\u003c/p>\n\u003cp>\u003cstrong>More Data Needed\u003c/strong>\u003c/p>\n\u003cp>Experts say more data and even user surveys will be needed to assess what impact ride services are having on Californians' transportation habits and the environment. Transportation agencies, in particular, are eager to assess the data to see if ride services are causing people to shift modes, using it as the first and last mile to transit, among other things.\u003c/p>\n\u003cp>But so far, ride service companies and the CPUC have been slow to release useful data, though Lyft has released heat maps and other information to the San Francisco County Transportation Authority and the Southern California Association of Governments.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe class=\"scribd_iframe_embed\" src=\"https://www.scribd.com/embeds/289290946/content?start_page=1&view_mode=scroll&show_recommendations=true\" data-auto-height=\"false\" data-aspect-ratio=\"undefined\" scrolling=\"no\" id=\"doc_66440\" width=\"100%\" height=\"600\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\n","blocks":[],"excerpt":"CPUC analysis confirms Uber, Lyft and other TNCs are are growing, but still account for a small portion of trips.","status":"publish","parent":0,"modified":1447725942,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":33,"wordCount":1048},"headData":{"title":"New California Data on Ride Services Reveal Rise in Collisions and Incidents | KQED","description":"CPUC analysis confirms Uber, Lyft and other TNCs are are growing, but still account for a small portion of trips.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":""},"disqusIdentifier":"10752545 http://ww2.kqed.org/news/?p=10752545","disqusUrl":"https://ww2.kqed.org/news/2015/11/16/california-regulators-offer-a-tiny-glimpse-of-data-from-uber-and-lyft/","disqusTitle":"New California Data on Ride Services Reveal Rise in Collisions and Incidents","path":"/news/10752545/california-regulators-offer-a-tiny-glimpse-of-data-from-uber-and-lyft","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>State regulators have analyzed and released a tiny glimpse of data submitted by Uber, Lyft and other companies -- information the firms have carefully guarded because they claim it would reveal trade secrets.\u003c/p>\n\u003cp>A report on some of the data was presented at a Nov. 5th meeting of the California Public Utilities Commission. While the analysis doesn’t size up how transportation network companies (TNC) are complying with state regulations overall, it does provide a snapshot of the volume of trips and growth of ride services over the past two years.\u003c/p>\n\u003cp>The aggregated data confirm steady month-by-month growth of transportation network companies in California, amounting to a total of 612.6 million miles driven over the two-year period from September 2013 to September 2015. Rides during that time generated about $1.6 billion in fares.\u003c/p>\n\u003cp>The numbers may sound large, but when compared with overall vehicle trips in California, they still represent a relatively small slice of the pie, according to Juan Matute, associate director of UCLA's Institute of Transportation Studies.\u003c/p>\n\u003cp>The report combines data from UberX, Lyft, Sidecar, Summon, Wings and Shuddle. It doesn’t include numbers that might tell how ride services are serving passengers with disabilities and people who live in disadvantaged communities.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","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 reason we didn’t provide charts on all the data [is] we’re still evaluating the data and communicating with some of the companies on some of the data issues,\" Valerie Kao of the CPUC's Safety and Enforcement Division told the commission.\u003c/p>\n\u003cp>\u003cstrong>Collisions\u003c/strong>\u003c/p>\n\u003cp>The numbers indicate collisions and incidents involving ride service drivers are climbing.\u003c/p>\n\u003cp>\"If it’s normalized by miles driven, you’d expect the number of incidents to be somewhat stable over time,\" said Matute. The increase is concerning, he said, \"because that would be indicative of TNCs being less safe as they scale up.\"\u003c/p>\n\u003cp>Kao, the CPUC’s analyst, said most of the incidents were minor fender benders or rear-end collisions. The report listed the number of \"incidents/collisions\" involving pedestrians and bicyclists, though it did not highlight how many involved injuries or deaths.\u003c/p>\n\u003cp>More than 300 of the “incidents” involved passengers opening doors into traffic. Ninety collisions were doorings of people on bikes, skateboards, motorcycles and scooters. The report counted 200 incidents where a bicyclist or pedestrian was \"struck,\" or \"made contact with\" or \"involved.\" And it added this detail: Drivers “rolled over” passengers’ feet 100 times.\u003c/p>\n\u003cp>Currently, the report says, more than 30,000 new drivers are being trained every month by the TNCs, although Kao said that number is probably overstated because it doesn't reflect inactive drivers, or drivers who work for both Uber and Lyft, for example.\u003c/p>\n\u003cp>At the meeting, Commissioner Catherine Sandoval, who noted that a driver once hit her while she was walking, said pedestrian and bicyclist safety training should be included.\u003c/p>\n\u003cp>“I think that having some training around this area would be very important. There are areas like San Francisco that are known hot zones for these collisions,” she said.\u003c/p>\n\u003cp>In 2013, an Uber driver was charged with vehicular manslaughter for hitting and killing 6-year-old \u003ca href=\"http://ww2.kqed.org/news/tag/sophia-liu\">Sofia Liu\u003c/a> as she and her family were walking in a crosswalk on San Francisco’s Polk Street. In July, Uber settled a lawsuit with the Liu family.\u003c/p>\n\u003cp>The data say Uber paid an average insurance amount of $6,500 per incident. It did not indicate fault in the incidents and collisions. CPUC officials did not immediately respond to questions about the data.\u003c/p>\n\u003cp>\u003cstrong>Evening Rides\u003c/strong>\u003c/p>\n\u003cp>More than 30 percent of all trips were taken in the evening, between 7 and 10 p.m., an indication that many are using the services for social outings, said Matute.\u003c/p>\n\u003cp>\"People are using transportation network companies after the peak hours for transit service, when it's dark, when they might not feel comfortable bicycling,\" said Matute.\u003c/p>\n\u003cp>What was most interesting about the data to Matute was that 30 percent of rides were 3 miles and under, and nearly half of all trips cost $10 or less.\u003c/p>\n\u003cp>\"That showed me that they were primarily trips where biking could have potentially been a viable option. They might be trips where transit wouldn't be a viable option,\" said Matute, who added it's also possible short trips may have combined transit and ride services.\u003c/p>\n\u003cp>\u003cstrong>Uber 'Defied' Requirements\u003c/strong>\u003c/p>\n\u003cp>Some of the data, according to regulators, was difficult to get from the largest transportation network company, Uber, which was threatened in July with suspension and a $7 million fine by an administrative law judge for failing to meet all the reporting requirements.\u003c/p>\n\u003cp>When it came to submitting detailed data by Zip code, regulators say what Uber submitted was “useless” and “suffered from a serious lack of precision.” The company argued the data would reveal trade secrets, offering competitors clues on where to expand “without conducting market research.” CPUC representatives stressed in emails that they could not legally release the data.\u003c/p>\n\u003cp>Uber has since complied with all the data requirements, except for one, after it exhibited “outright defiance,” regulators alleged in September, in \u003ca href=\"http://docs.cpuc.ca.gov/PublishedDocs/Efile/G000/M154/K658/154658066.PDF\" target=\"_blank\">a written response\u003c/a> to the company’s appeal.\u003c/p>\n\u003cp>Regulators said Uber submitted explanations that weren’t adequate for analysts to identify the cause of certain incidents in its report on problems with drivers. But they agreed to suspend daily fines for Uber until the full commission provides guidance on “what constitutes an adequate explanation of ‘cause.’ ”\u003c/p>\n\u003cp>An administrative law judge is currently reviewing Uber's appeal, according to a CPUC spokesman.\u003c/p>\n\u003cp>\u003cstrong>More Data Needed\u003c/strong>\u003c/p>\n\u003cp>Experts say more data and even user surveys will be needed to assess what impact ride services are having on Californians' transportation habits and the environment. Transportation agencies, in particular, are eager to assess the data to see if ride services are causing people to shift modes, using it as the first and last mile to transit, among other things.\u003c/p>\n\u003cp>But so far, ride service companies and the CPUC have been slow to release useful data, though Lyft has released heat maps and other information to the San Francisco County Transportation Authority and the Southern California Association of Governments.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe class=\"scribd_iframe_embed\" src=\"https://www.scribd.com/embeds/289290946/content?start_page=1&view_mode=scroll&show_recommendations=true\" data-auto-height=\"false\" data-aspect-ratio=\"undefined\" scrolling=\"no\" id=\"doc_66440\" width=\"100%\" height=\"600\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/news/10752545/california-regulators-offer-a-tiny-glimpse-of-data-from-uber-and-lyft","authors":["214"],"programs":["news_6944","news_72"],"categories":["news_8","news_1397"],"tags":["news_4524","news_4952","news_4523"],"featImg":"news_10752723","label":"news_72"},"news_10715350":{"type":"posts","id":"news_10715350","meta":{"index":"posts_1591205157","site":"news","id":"10715350","score":null,"sort":[1444767454000]},"guestAuthors":[],"slug":"first-lyft-specific-insurance-policy-gets-ok-from-state","title":"First Lyft-Specific Insurance Policy Gets OK From State","publishDate":1444767454,"format":"standard","headTitle":"The California Report | KQED News","labelTerm":{"term":72,"site":"news"},"content":"\u003cp>California Insurance Commissioner Dave Jones on Monday approved the state's first auto insurance policy specifically for Lyft drivers who have a passenger in the car.\u003c/p>\n\u003cp>The policy, from MetLife Auto & Home insurance, is not the first approved in California for drivers working for Uber or Lyft -- \u003ca href=\"http://ww2.kqed.org/news/2015/05/29/a-look-at-farmers-new-insurance-for-california-uber-and-lyft-drivers\">Farmers and Metromile have their own offerings\u003c/a> -- but it is the first to also cover drivers who have already accepted or picked up a passenger, a period that previously was covered only by the ride-hailing company.\u003c/p>\n\u003cp>MetLife's policy, designed in collaboration with Lyft, would cover drivers over every stage of their trip.\u003c/p>\n\u003cp>In doing so, it seems designed to reduce confusion among drivers about how they're covered during what various stakeholders call Period 1.\u003c/p>\n\u003cp>[contextly_sidebar id=\"aCu4SF2jIDvVvzZPPFrnzfSLNEyW8Pph\"]\u003c/p>\n\u003cp>That's the interval of time in which drivers have their app open and are available to be matched with a customer, but have yet to accept the fare. An insurance gap during Period 1 came to light after the \u003ca href=\"http://ww2.kqed.org/news/2014/01/27/lawyer-filing-suit-against-ride-service-company-uber-in-death-of-6-year-o/\">death of 6-year-old Sofia Liu\u003c/a>, who was hit by an UberX driver on New Year's Eve 2013. Uber said its $1 million insurance policy, required by the state, did not cover the accident because the driver was not on his way to or transporting a passenger.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Metlife's policy was first rolled out in Colorado in January, but was only approved to take effect in California starting this week.\u003c/p>\n\u003cp>Lyft already offers a $1 million liability policy that takes effect when the driver accepts a ride from a passenger until the end of that ride, as well as a $100,000 contingent policy for Period 1. That policy only takes effect if the driver's personal insurance policy won't cover an accident in those circumstances.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>New California legislation requires drivers to be insured at all times when driving for a ride-hailing company. The insurance can be provided by the company, the driver or by a combination of the two.\u003c/p>\n\n","blocks":[],"excerpt":"MetLife policy, designed in collaboration with ride service, would cover drivers at every stage of their trips.","status":"publish","parent":0,"modified":1444773184,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":11,"wordCount":334},"headData":{"title":"First Lyft-Specific Insurance Policy Gets OK From State | KQED","description":"MetLife policy, designed in collaboration with ride service, would cover drivers at every stage of their trips.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":""},"disqusIdentifier":"10715350 http://ww2.kqed.org/news/?p=10715350","disqusUrl":"https://ww2.kqed.org/news/2015/10/13/first-lyft-specific-insurance-policy-gets-ok-from-state/","disqusTitle":"First Lyft-Specific Insurance Policy Gets OK From State","path":"/news/10715350/first-lyft-specific-insurance-policy-gets-ok-from-state","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>California Insurance Commissioner Dave Jones on Monday approved the state's first auto insurance policy specifically for Lyft drivers who have a passenger in the car.\u003c/p>\n\u003cp>The policy, from MetLife Auto & Home insurance, is not the first approved in California for drivers working for Uber or Lyft -- \u003ca href=\"http://ww2.kqed.org/news/2015/05/29/a-look-at-farmers-new-insurance-for-california-uber-and-lyft-drivers\">Farmers and Metromile have their own offerings\u003c/a> -- but it is the first to also cover drivers who have already accepted or picked up a passenger, a period that previously was covered only by the ride-hailing company.\u003c/p>\n\u003cp>MetLife's policy, designed in collaboration with Lyft, would cover drivers over every stage of their trip.\u003c/p>\n\u003cp>In doing so, it seems designed to reduce confusion among drivers about how they're covered during what various stakeholders call Period 1.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>That's the interval of time in which drivers have their app open and are available to be matched with a customer, but have yet to accept the fare. An insurance gap during Period 1 came to light after the \u003ca href=\"http://ww2.kqed.org/news/2014/01/27/lawyer-filing-suit-against-ride-service-company-uber-in-death-of-6-year-o/\">death of 6-year-old Sofia Liu\u003c/a>, who was hit by an UberX driver on New Year's Eve 2013. Uber said its $1 million insurance policy, required by the state, did not cover the accident because the driver was not on his way to or transporting a 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>Metlife's policy was first rolled out in Colorado in January, but was only approved to take effect in California starting this week.\u003c/p>\n\u003cp>Lyft already offers a $1 million liability policy that takes effect when the driver accepts a ride from a passenger until the end of that ride, as well as a $100,000 contingent policy for Period 1. That policy only takes effect if the driver's personal insurance policy won't cover an accident in those circumstances.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>New California legislation requires drivers to be insured at all times when driving for a ride-hailing company. The insurance can be provided by the company, the driver or by a combination of the two.\u003c/p>\n\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/news/10715350/first-lyft-specific-insurance-policy-gets-ok-from-state","authors":["237"],"programs":["news_6944","news_72"],"categories":["news_8","news_1397"],"tags":["news_18159","news_4524","news_17286","news_17041","news_4952"],"featImg":"news_10715409","label":"news_72"},"news_10602280":{"type":"posts","id":"news_10602280","meta":{"index":"posts_1591205157","site":"news","id":"10602280","score":null,"sort":[1437004172000]},"guestAuthors":[],"slug":"california-regulators-hit-uber-with-7-3-million-fine-and-a-threat","title":"California Regulators Hit Uber With $7.3 Million Fine -- and a Threat","publishDate":1437004172,"format":"standard","headTitle":"The California Report | KQED News","labelTerm":{"term":72,"site":"news"},"content":"\u003cp>Ride-service juggernaut Uber is facing a $7.3 million fine for refusing to give California regulators information about its business practices, including accident details and how accessible vehicles are to disabled riders.\u003c/p>\n\u003cp>The fine, levied against Rasier-CA, a subsidiary of Uber Technologies that operates the UberX ride service, was part of a ruling by an administrative law judge at the California Public Utilities Commission. The agency granted Uber and competitors like Lyft formal permission to operate in 2013, but required them to report certain data on their operations.\u003c/p>\n\u003cp>In Wednesday's ruling, Administrative Law Judge Karen V. Clopton found Rasier-CA in contempt of the the agency's reporting requirement. Her decision gives Rasier 30 days to pay the penalty and comply with reporting requirements or see its operating license in California suspended.\u003c/p>\n\u003cp>Clopton agreed with utility commission staff who said Uber has not filed all required reports, specifically about how often it provided disabled-accessible vehicles when requested, places where drivers tend to turn down ride requests, and the causes of accidents.\u003c/p>\n\u003cp>Uber had argued that it provided sufficient information to the commission. The judge acknowledged that Uber provided some information but said it was not enough.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>In a written statement, Uber spokeswoman Eva Behrend called the ruling and fine \"deeply disappointing\" and said the company would appeal.\u003c/p>\n\u003cp>\"Uber has already provided substantial amounts of data to the California Public Utilities Commission, information we have provided elsewhere with no complaints,\" Behrend wrote, adding that submitting more detailed information could affect the privacy of passengers and drivers.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Uber has previously tussled with public officials. In Portland, Oregon, for example it had an extended disagreement with the city that led it to suspend operations. In France, Uber suspended its low-cost service following an escalating legal dispute and sometimes-violent tensions with traditional French taxi drivers. French authorities had ordered the service — called UberPop — shut down, but Uber refused, pending a legal decision at a top French court.\u003c/p>\n\n","blocks":[],"excerpt":"CPUC judge fines company for failing to disclose accident, accessibility data. Firm could be suspended.","status":"publish","parent":0,"modified":1437084628,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":10,"wordCount":333},"headData":{"title":"California Regulators Hit Uber With $7.3 Million Fine -- and a Threat | KQED","description":"CPUC judge fines company for failing to disclose accident, accessibility data. Firm could be suspended.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":""},"disqusIdentifier":"10602280 http://ww2.kqed.org/news/?p=10602280","disqusUrl":"https://ww2.kqed.org/news/2015/07/15/california-regulators-hit-uber-with-7-3-million-fine-and-a-threat/","disqusTitle":"California Regulators Hit Uber With $7.3 Million Fine -- and a Threat","nprByline":"\u003cstrong>Associated Press\u003c/strong>","path":"/news/10602280/california-regulators-hit-uber-with-7-3-million-fine-and-a-threat","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>Ride-service juggernaut Uber is facing a $7.3 million fine for refusing to give California regulators information about its business practices, including accident details and how accessible vehicles are to disabled riders.\u003c/p>\n\u003cp>The fine, levied against Rasier-CA, a subsidiary of Uber Technologies that operates the UberX ride service, was part of a ruling by an administrative law judge at the California Public Utilities Commission. The agency granted Uber and competitors like Lyft formal permission to operate in 2013, but required them to report certain data on their operations.\u003c/p>\n\u003cp>In Wednesday's ruling, Administrative Law Judge Karen V. Clopton found Rasier-CA in contempt of the the agency's reporting requirement. Her decision gives Rasier 30 days to pay the penalty and comply with reporting requirements or see its operating license in California suspended.\u003c/p>\n\u003cp>Clopton agreed with utility commission staff who said Uber has not filed all required reports, specifically about how often it provided disabled-accessible vehicles when requested, places where drivers tend to turn down ride requests, and the causes of accidents.\u003c/p>\n\u003cp>Uber had argued that it provided sufficient information to the commission. The judge acknowledged that Uber provided some information but said it was not enough.\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>In a written statement, Uber spokeswoman Eva Behrend called the ruling and fine \"deeply disappointing\" and said the company would appeal.\u003c/p>\n\u003cp>\"Uber has already provided substantial amounts of data to the California Public Utilities Commission, information we have provided elsewhere with no complaints,\" Behrend wrote, adding that submitting more detailed information could affect the privacy of passengers and drivers.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Uber has previously tussled with public officials. In Portland, Oregon, for example it had an extended disagreement with the city that led it to suspend operations. In France, Uber suspended its low-cost service following an escalating legal dispute and sometimes-violent tensions with traditional French taxi drivers. French authorities had ordered the service — called UberPop — shut down, but Uber refused, pending a legal decision at a top French court.\u003c/p>\n\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/news/10602280/california-regulators-hit-uber-with-7-3-million-fine-and-a-threat","authors":["byline_news_10602280"],"programs":["news_6944","news_72"],"categories":["news_248","news_1397"],"tags":["news_1066","news_17286","news_17041","news_4952","news_4523"],"featImg":"news_10549612","label":"news_72"},"news_10566586":{"type":"posts","id":"news_10566586","meta":{"index":"posts_1591205157","site":"news","id":"10566586","score":null,"sort":[1434576643000]},"guestAuthors":[],"slug":"california-labor-ruling-uber-drivers-are-employees-not-contractors","title":"California Labor Ruling: Uber Driver Was an Employee, Not a Contractor","publishDate":1434576643,"format":"standard","headTitle":"The California Report | KQED News","labelTerm":{"term":72,"site":"news"},"content":"\u003cp>\u003cem>\u003cstrong>Note: \u003c/strong>This post has been updated to clarify that a state agency's ruling applies immediately to just one Uber driver and to include a statement from the ride-service company. \u003c/em>\u003c/p>\n\u003cp>The California Labor Commission has issued a ruling (\u003ca href=\"#ubervberwick\">embedded below\u003c/a>) declaring that a San Francisco woman who drove for Uber should be classified as an employee, not an independent contractor.\u003c/p>\n\u003cp>Uber is appealing the ruling, which, if extended to other drivers, could undercut its potential profits as it continues to expand worldwide. The ride-hailing service now operates in hundreds of cities in the United States and 56 other countries. Its rapid growth has won the company more than $1 billion investment and a valuation reported at $40 billion to $50 billion.\u003c/p>\n\u003cp>[soundcloud url=\"https://api.soundcloud.com/tracks/210830052\" params=\"color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false\" width=\"100%\" height=\"166\" iframe=\"true\" /]\u003c/p>\n\u003cp>The Labor Commission issued its decision earlier this month in the case of a San Francisco woman, Barbara Ann Berwick, who sued the company for back wages after driving for the service for about two months in 2014.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>In awarding Berwick $4,000 in back wages and interest, a commission hearing officer essentially dismissed Uber's argument that it's merely a platform that allows passengers to connect with drivers -- a private transaction, the company says -- and that it exerts no control over drivers' hours.\u003c/p>\n\u003cp>Hearing officer Stephanie Barrett wrote:\u003c/p>\n\u003cblockquote>\u003cp>Defendants hold themselves out as nothing more than a neutral technological platform, designed simply to engage drivers and passengers to transact the business of transportation. The reality, however, is that defendants are involved in every aspect of the operation. Defendants vet prospective drivers, who must provide to defendants their personal banking and residence information, as well as their Social Security Number. Drivers cannot use defendants' application unless they pass defendants' background and DMV checks.\u003c/p>\u003c/blockquote>\n\u003cp>The ruling goes on to note that Uber:\u003c/p>\n\u003cul>\n\u003cli>Controls the tools its drivers use.\u003c/li>\n\u003cli>Sets prices and cancellation fees for passengers and payments to drivers.\u003c/li>\n\u003cli>Provides the smartphone app that makes the ride-service work possible.\u003c/li>\n\u003c/ul>\n\u003cp>The ruling also contains a somewhat ironic note. It cites a California Court of Appeal ruling in comparing Uber, which has railed against the evils of the taxicab industry that it is replacing, to -- yes, traditional cab companies. The cited passage, from Yellow Cab Cooperative v. Workers Compensation Appeals Board, a 1991 case:\u003c/p>\n\u003cblockquote>\u003cp>Although some of the factors in this case can be indicative of the workers being independent contractors, the overriding factor is that the persons performing the work are not engaged in occupations or businesses distinct from that of the [defendants]. Rather, their work is the basis for [defendants'] business. [Defendants] obtain the clients who are in need of delivery services and provides the workers who conduct the service on behalf of [defendants]. In addition, even though there is an absence of control over the details, an employee-employer relationship will be found if the [defendants] retain pervasive control over the operation as a whole, the worker's duties are an integral part of the operation, and the nature of the work makes detailed control unnecessary.\u003c/p>\u003c/blockquote>\n\u003cp>Reuters first reported the Labor Commission ruling and implied that it applied to all Uber drivers (for the record, so did our original post). That prompted the following statement from an Uber spokesperson:\u003c/p>\n\u003cblockquote>\u003cp>Reuters’ original headline was not accurate. The California Labor Commission’s ruling is non-binding and applies to a single driver. Indeed it is contrary to a previous ruling by the same commission, which concluded in 2012 that the driver ‘performed services as an independent contractor, and not as a bona fide employee.’ Five other states have also come to the same conclusion. It’s important to remember that the number one reason drivers choose to use Uber is because they have complete flexibility and control. The majority of them can and do choose to earn their living from multiple sources, including other ride sharing companies.\u003c/p>\u003c/blockquote>\n\u003cp>The Berwick case is just one of \u003ca href=\"http://www.bloomberg.com/news/articles/2015-01-30/uber-drivers-may-have-employee-status-judge-says\" target=\"_blank\">a number of legal actions\u003c/a> launched against Uber and competitor Lyft (and \u003ca href=\"http://www.washingtonpost.com/blogs/wonkblog/wp/2015/03/13/no-driver-lawsuits-wont-destroy-the-uber-for-x-business-model/\" target=\"_blank\">other \"on-demand economy\" startups\u003c/a>) over whether workers should be classified as independent contractor or employees.\u003c/p>\n\u003cp>\u003ca id=\"ubervberwick\">\u003c/a>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe class=\"scribd_iframe_embed\" src=\"https://www.scribd.com/embeds/268947090/content?start_page=1&view_mode=scroll&show_recommendations=true\" data-auto-height=\"false\" data-aspect-ratio=\"undefined\" scrolling=\"no\" id=\"doc_46266\" width=\"100%\" height=\"600\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\n","blocks":[],"excerpt":"Commission dismisses company's argument that it's merely a platform used for arranging transactions.","status":"publish","parent":0,"modified":1434588791,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":18,"wordCount":714},"headData":{"title":"California Labor Ruling: Uber Driver Was an Employee, Not a Contractor | KQED","description":"Commission dismisses company's argument that it's merely a platform used for arranging transactions.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":""},"disqusIdentifier":"10566586 http://ww2.kqed.org/news/?p=10566586","disqusUrl":"https://ww2.kqed.org/news/2015/06/17/california-labor-ruling-uber-drivers-are-employees-not-contractors/","disqusTitle":"California Labor Ruling: Uber Driver Was an Employee, Not a Contractor","path":"/news/10566586/california-labor-ruling-uber-drivers-are-employees-not-contractors","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>\u003cstrong>Note: \u003c/strong>This post has been updated to clarify that a state agency's ruling applies immediately to just one Uber driver and to include a statement from the ride-service company. \u003c/em>\u003c/p>\n\u003cp>The California Labor Commission has issued a ruling (\u003ca href=\"#ubervberwick\">embedded below\u003c/a>) declaring that a San Francisco woman who drove for Uber should be classified as an employee, not an independent contractor.\u003c/p>\n\u003cp>Uber is appealing the ruling, which, if extended to other drivers, could undercut its potential profits as it continues to expand worldwide. The ride-hailing service now operates in hundreds of cities in the United States and 56 other countries. Its rapid growth has won the company more than $1 billion investment and a valuation reported at $40 billion to $50 billion.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cdiv class='utils-parseShortcode-shortcodes-__shortcodes__shortcodeWrapper'>\n \u003ciframe width='100%' height='166'\n scrolling='no' frameborder='no'\n src='https://w.soundcloud.com/player/?url=https://api.soundcloud.com/tracks/210830052&visual=true&color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false'\n title='https://api.soundcloud.com/tracks/210830052'>\n \u003c/iframe>\n \u003c/div>\u003c/p>\u003cp>\u003c/p>\n\u003cp>The Labor Commission issued its decision earlier this month in the case of a San Francisco woman, Barbara Ann Berwick, who sued the company for back wages after driving for the service for about two months in 2014.\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>In awarding Berwick $4,000 in back wages and interest, a commission hearing officer essentially dismissed Uber's argument that it's merely a platform that allows passengers to connect with drivers -- a private transaction, the company says -- and that it exerts no control over drivers' hours.\u003c/p>\n\u003cp>Hearing officer Stephanie Barrett wrote:\u003c/p>\n\u003cblockquote>\u003cp>Defendants hold themselves out as nothing more than a neutral technological platform, designed simply to engage drivers and passengers to transact the business of transportation. The reality, however, is that defendants are involved in every aspect of the operation. Defendants vet prospective drivers, who must provide to defendants their personal banking and residence information, as well as their Social Security Number. Drivers cannot use defendants' application unless they pass defendants' background and DMV checks.\u003c/p>\u003c/blockquote>\n\u003cp>The ruling goes on to note that Uber:\u003c/p>\n\u003cul>\n\u003cli>Controls the tools its drivers use.\u003c/li>\n\u003cli>Sets prices and cancellation fees for passengers and payments to drivers.\u003c/li>\n\u003cli>Provides the smartphone app that makes the ride-service work possible.\u003c/li>\n\u003c/ul>\n\u003cp>The ruling also contains a somewhat ironic note. It cites a California Court of Appeal ruling in comparing Uber, which has railed against the evils of the taxicab industry that it is replacing, to -- yes, traditional cab companies. The cited passage, from Yellow Cab Cooperative v. Workers Compensation Appeals Board, a 1991 case:\u003c/p>\n\u003cblockquote>\u003cp>Although some of the factors in this case can be indicative of the workers being independent contractors, the overriding factor is that the persons performing the work are not engaged in occupations or businesses distinct from that of the [defendants]. Rather, their work is the basis for [defendants'] business. [Defendants] obtain the clients who are in need of delivery services and provides the workers who conduct the service on behalf of [defendants]. In addition, even though there is an absence of control over the details, an employee-employer relationship will be found if the [defendants] retain pervasive control over the operation as a whole, the worker's duties are an integral part of the operation, and the nature of the work makes detailed control unnecessary.\u003c/p>\u003c/blockquote>\n\u003cp>Reuters first reported the Labor Commission ruling and implied that it applied to all Uber drivers (for the record, so did our original post). That prompted the following statement from an Uber spokesperson:\u003c/p>\n\u003cblockquote>\u003cp>Reuters’ original headline was not accurate. The California Labor Commission’s ruling is non-binding and applies to a single driver. Indeed it is contrary to a previous ruling by the same commission, which concluded in 2012 that the driver ‘performed services as an independent contractor, and not as a bona fide employee.’ Five other states have also come to the same conclusion. It’s important to remember that the number one reason drivers choose to use Uber is because they have complete flexibility and control. The majority of them can and do choose to earn their living from multiple sources, including other ride sharing companies.\u003c/p>\u003c/blockquote>\n\u003cp>The Berwick case is just one of \u003ca href=\"http://www.bloomberg.com/news/articles/2015-01-30/uber-drivers-may-have-employee-status-judge-says\" target=\"_blank\">a number of legal actions\u003c/a> launched against Uber and competitor Lyft (and \u003ca href=\"http://www.washingtonpost.com/blogs/wonkblog/wp/2015/03/13/no-driver-lawsuits-wont-destroy-the-uber-for-x-business-model/\" target=\"_blank\">other \"on-demand economy\" startups\u003c/a>) over whether workers should be classified as independent contractor or employees.\u003c/p>\n\u003cp>\u003ca id=\"ubervberwick\">\u003c/a>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe class=\"scribd_iframe_embed\" src=\"https://www.scribd.com/embeds/268947090/content?start_page=1&view_mode=scroll&show_recommendations=true\" data-auto-height=\"false\" data-aspect-ratio=\"undefined\" scrolling=\"no\" id=\"doc_46266\" width=\"100%\" height=\"600\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/news/10566586/california-labor-ruling-uber-drivers-are-employees-not-contractors","authors":["222"],"programs":["news_6944","news_72"],"categories":["news_6188","news_248","news_1397"],"tags":["news_19904","news_5555","news_17286","news_17041","news_4952","news_4523"],"featImg":"news_10549612","label":"news_72"}},"programsReducer":{"possible":{"id":"possible","title":"Possible","info":"Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. 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Hosted by journalists of color, the show tackles the subject of race head-on, exploring how it impacts every part of society — from politics and pop culture to history, sports and more.\u003cbr />\u003cbr />\u003cem>Life Kit\u003c/em>, which will be in the second part of the hour, guides you through spaces and feelings no one prepares you for — from finances to mental health, from workplace microaggressions to imposter syndrome, from relationships to parenting. The show features experts with real world experience and shares their knowledge. Because everyone needs a little help being human.\u003cbr />\u003cbr />\u003ca href=\"https://www.npr.org/podcasts/510312/codeswitch\">\u003cem>Code Switch\u003c/em> offical site and podcast\u003c/a>\u003cbr />\u003ca href=\"https://www.npr.org/lifekit\">\u003cem>Life Kit\u003c/em> offical site and podcast\u003c/a>\u003cbr />","airtime":"SUN 9pm-10pm","imageSrc":"https://cdn.kqed.org/wp-content/uploads/2021/12/CodeSwitchLifeKit_StationGraphics_300x300EmailGraphic.png","meta":{"site":"radio","source":"npr"},"link":"/radio/program/code-switch-life-kit","subscribe":{"apple":"https://podcasts.apple.com/podcast/1112190608?mt=2&at=11l79Y&ct=nprdirectory","google":"https://podcasts.google.com/feed/aHR0cHM6Ly93d3cubnByLm9yZy9yc3MvcG9kY2FzdC5waHA_aWQ9NTEwMzEy","spotify":"https://open.spotify.com/show/3bExJ9JQpkwNhoHvaIIuyV","rss":"https://feeds.npr.org/510312/podcast.xml"}},"commonwealth-club":{"id":"commonwealth-club","title":"Commonwealth Club of California Podcast","info":"The Commonwealth Club of California is the nation's oldest and largest public affairs forum. As a non-partisan forum, The Club brings to the public airwaves diverse viewpoints on important topics. The Club's weekly radio broadcast - the oldest in the U.S., dating back to 1924 - is carried across the nation on public radio stations and is now podcasting. Our website archive features audio of our recent programs, as well as selected speeches from our long and distinguished history. 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