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Patrick (Pat) MacKrell is the president and chief executive officer of New York Business Development Corporation (NYBDC) and The 504 Company (also known as the Empire State Certified Development Corporation), and is chief executive officer of Excelsior Growth Fund (EGF).
Prior to joining NYBDC in 2001, Pat practiced commercial and banking law in New York, representing a number of financial institutions and businesses. Pat is a veteran of the United States Marine Corps and served at a number of posts and stations prior to his release from active duty as a Major. He is a graduate of York College of the City University of New York and Albany Law School and is admitted to practice law in the state and federal courts in New York State.
Pat is a member of numerous boards including The New York State Small Business Development Center Advisory Board and the New York State Economic Development Council. Additionally, he serves as chairman of the board of the National Association of Development Companies (NADCO).
Zahra Bakkali, an Uber driver from Morocco, was working in her white Prius when she first heard on the radio that the ride-hailing service would not be relicensed.CreditCreditAndrew Testa for The New York Times
LONDON — There is one question that bothers Sahrab Shinwari: “Would they have banned Uber if its drivers had been white and English?”
The shock decision last month to strip Uber of its London license has been rippling across the British capital, animating conversations at all layers of London life — about Uber’s convenient and cheap service in a market long dominated by iconic but pricey black cabs; about the company’s flawed track record in corporate governance; and about the kind of capitalism Britain wants after the “Brexit” vote to leave the European Union last year.
But at street level, the city was buzzing with more uncomfortable questions — like the one that troubled Mr. Shinwari, himself an Uber driver who came to London from Afghanistan nine years ago. He is one of the company’s 40,000 drivers in London. Most of them are nonwhite and many of them immigrants, something which has sharpened racial divisions in the working class at a time when incomes at the bottom are squeezed, and the city’s post-Brexit future is still uncertain.
Uber has already appealed the decision and the company’s new chief executive is arriving on Tuesday for a peacemaking mission. But the ride-hailing service’s fate has resonated so deeply in London because it has disrupted more than transportation. It has disrupted politics, too, surfacing hypocrisies and fraying the social fabric of this proudly cosmopolitan city.
On the left, Sadiq Khan, the mayor of London, who is himself the son of an immigrant bus driver, applauded the license decision as a victory for “passenger safety,” aligning himself with black-cab drivers who are mostly British, white and right-leaning.
On the right, George Osborne, the editor of London’s Evening Standard and a former Conservative chancellor of the Exchequer, wrote an editorial accusing the mayor of “shutting out the future” — only to be slapped down himself by the ethics council of the National Union of Journalists for failing to declare that he sits on the board of the fund manager BlackRock, a major investor in Uber.
Britain’s Trades Union Congress called Uber’s license loss a “big win for workers’ rights.” The GMB, a union whose members include taxi drivers and Uber drivers, praised a decision for “fairness and safety.” The left-wing commentator Paul Mason tweeted: “Brilliant victory for trade unions, labor movement and London cabbies.”
“What about us?” asked Samir Sahel, another Uber driver and a second-generation Indian immigrant. “Are we not part of the working class?”
What most frustrated the dozen Uber drivers interviewed for this article was that labor standards, so widely mentioned by Uber’s critics over the past 10 days, did not actually come into the licensing decision.
Transport for London, or TfL, the city’s regulator, justified its decision not to renew Uber’s operating license notably by citing concerns about passenger safety, insufficient medical and criminal background checks for drivers, and the way the company reported crimes. The London police accused Uber of failing to promptly report at least six cases of sexual assault last year, but the company argues that it has worked closely with the authorities and that the issue is being blown out of proportion. Drivers also pointed to Transport for London’s role in granting them individual licenses.
“TfL used a terrible excuse,” said Mr. Shinwari, the Afghan Uber driver. “They are the ones who issue our license. They vet black-cab and they vet us. We even pay them to vet us!”
Black cabs at Paddington train station in London. Uber has disrupted transportation but also politics in the British capital, surfacing hypocrisies and fraying the social fabric of a cosmopolitan city.CreditAndrew Testa for The New York Times
Rather than addressing longstanding concerns over low incomes, long hours and minimal benefits, the ruling further stigmatized Uber drivers as potential criminals, he said. Minutes after Friday’s decision one of his friends had called him and joked: “You’re a rapist, innit.”
But Mr. Shinwari also resents Uber for asking drivers to lobby the mayor on the company’s behalf. “It’s like the jaguar asking the deer to be friends,” he said. In the past two years, his income has roughly halved, he said. When he joined Uber two years ago, there were about 20,000 drivers on the road. That figure has doubled since. “There are not enough jobs for all of us,” he said, echoing a popular complaint from traditional cabbies. Meanwhile, the company increased the commission it takes on new drivers’ fares to 25 percent.
James Farrar, a former Uber driver who is fighting the company in court over demands to provide holiday pay and better wages, said the omission of any discussion of Uber’s labor practices in the ruling suggested that the regulator and the mayor “were O.K.” with them.
“TFL did not stand up for workers’ rights,” he said, pointing to other ride-hailing companies like Taxify and Lyft waiting eagerly to take Uber’s place in London should it lose an appeal against the ruling. “It sent a clear signal: With or without Uber, the door is wide open to operate with these conditions.”
“All these people say they’re championing the working class but what they really mean is they’re championing the white working class,” added Mr. Farrar, who is also the chairman of the private hire drivers’ branch of the IWGB union.
Uber’s general manager for northern Europe quit unexpectedly on Monday. Its chief executive, Dara Khosrowshahi, is arriving on Tuesday for talks with the transportation authority. If he has already expressed a measure of contrition, Mr. Khosrowshahi also knows that Uber has a devoted following in London. A petition to keep its service in the city, which it has promoted through its app, had gotten just over 845,000 signatures by Monday night.
Prospective drivers waiting to be seen by representatives at the Uber Hub. The presence of Uber’s 40,000 overwhelmingly nonwhite drivers on London’s streets has sharpened racial divisions in the working class at a time when incomes at the bottom are being squeezed.CreditAndrew Testa for The New York Times
Uber drivers across town, continuing to work as the decision was being appealed, fretted about making down payments on their cars and putting food on the table for their children. And they worried that tensions could escalate with black-cab drivers, emboldened by the ruling and yet conscious that a lengthy appeals process might lie ahead.
Zahra Bakkali, a Moroccan Uber driver and mother of five, was working in her white Prius when she first heard on the radio that Uber would not be relicensed. She had been messaging with other female drivers on her Super Uber Ladies WhatsApp group about how much more “aggressive and violent” the cabbies would become once the license was renewed. After the ruling, the conversation changed.
London’s taxi wars predate the Brexit referendum but have been fought along similar dividing lines. “There is a big difference between us and them,” said Mark Thompson, a 52-year-old black-cab driver.
London’s 23,000 black-cab drivers study on average four years to learn 25,000 roads and 100,000 landmarks by heart before passing the world’s toughest taxi exam, “The Knowledge.” Uber drivers ferry passengers across the city with the help of satellite navigation.
Malcolm Shaffron, who has been driving a black cab for nearly 50 years, argues that passengers are not safe with Uber drivers because they “cannot drive” and they “cannot be properly vetted.”
A “badging” ceremony for newly qualified black-cab drivers at Transport for London. Black-cab drivers study on average four years to learn 25,000 roads and 100,000 landmarks by heart before passing the world’s toughest taxi exam.CreditAndrew Testa for The New York Times
“How do you check the criminal record of someone who is fresh off the boat from Sudan or from the desert of Ethiopia?” he asked.
But many Uber drivers said that they had been the victims of aggression. Mr. Shinwari says he has been spat upon and suffered racist slurs. The day after last year’s Brexit referendum, he said, a black-cab driver cut open his forehead with a beer glass, sending him to the hospital.
Mr. Sahel, who grew up in the East End of London and now lives in Essex, just beyond the city’s boundaries, five doors down from a black-cab driver. “We never even acknowledge each other,” he said. “That’s how serious the tension is.”
There is one thing most traditional cabbies and Uber drivers agree on: Most doubt that Uber will leave London, or that the nationalist impulses that fueled Brexit can stop the march of technological progress.
“What are they going to shut down next? Google?” asked Sergejs Malacenko, a Latvian Uber driver who arrived in Britain in 2004.
A version of this article appears in print on , on Page A4 of the New York edition with the headline: Uber, London and a Time for Reflection. Order Reprints | Today’s Paper | Subscribe
Jonah Bromwich, a breaking news reporter, outside his apartment in Brooklyn. The online tools that he relies on include Twitter, Reddit and Dataminr.CreditCreditMark Abramson for The New York Times
How do New York Times journalists use technology in their jobs and in their personal lives? Jonah Bromwich, a breaking news reporter for The Times in New York, discussed the tech he’s using.
You cover breaking and trending news with an extremely quick turnaround. What are some of the tech tools you rely on to stay on top of the news and file stories quickly and accurately?
It’s true! I use a couple of surfacing tools, most prominently Dataminr. Basically what it does is provide us with a continuously updating feed of tweets that have breaking news in them.
Mr. Bromwich listens to a lot of music. When he wants it louder, a Bose SoundTouch system is his go-to option.CreditMark Abramson for The New York Times
For example, we could become aware of a story that we want to monitor (and possibly cover) when a tweet from a local Houston reporter says something like, “Gunshots fired in Harris County Institute of the Forensic Sciences.” And then seconds later, another one from a different account says, “Whoa im in Houston and I think i just heard fireworks or maybe gunfire???”
After a couple more tweets like that I might call the Harris County sheriff or the Houston police or whoever else makes sense. They’re often tweets that we might not otherwise have seen, because they come from, for example, a cloud computing consultant in Houston who has 43 followers on Twitter. I wouldn’t see that on Twitter for hours, but Dataminr would bring it to my attention right away.
I also use Twitter and Reddit for trending stories. And there are certain aggregator sites that people swear by. I’ve been using Hvper recently, thanks to a recommendation from my editor. And I still sometimes web surf like an old, using an RSS reader (Feedly).
For breaking news, probably Dataminr. It’s a handy tool. For trending news, what we hope to do is put together patterns that others may not have, or to put a new spin on a story that’s already out there.
A tangle of headphones, which can sometimes seem to accumulate almost on their own.CreditMark Abramson for The New York Times
I also use Twitter to follow the news, which sometimes helps me find patterns. (I can’t use Tweetdeck, and I’m always impressed that people are able to, by the way.)
We also have a pretty active Slack culture on my team, and we get a lot of ideas (like one by my teammate Maya Salam on showering) just from talking about dumb things with one another, saying whether we prefer rice, bread or potatoes, that kind of thing.
I listen to music near constantly when not at work, so a lot of the technology I use regularly has to do with that.
I have a couple of Bose Bluetooth speakers. The Bose SoundLink Mini is one of my favorite things. I got mine years ago, and it still works. The sound quality is strong, and it’s easy to connect to and to carry around. If I need to play music a little louder, I have a Bose SoundTouch system that works O.K.
I use Sennheiser headphones when I want to listen to music closely, and those little Sony over-ear headphones (the ones that came with Discmen) for listening to music on the go.
There’s a story with those Sennheiser headphones. They were sent to me in the mail and were in a box on my coffee table for a couple of months. I thought they belonged to my roommate (someone had opened the outer layer of the box), but he told me they weren’t his. So I called my parents and some of my best friends to ask if they had gotten me these kind of expensive headphones. No one had.
I couldn’t figure out where they had come from and was a little paranoid that someone was spying on me. A year later, I came home and my downstairs neighbor was taking out his trash and wearing those same Sennheisers. Then I thought for a second.
“Hey, Evan,” I said. “Did you actually have to order those twice because one package went missing?” He confirmed — I had stolen his headphones. He was very nice about it, and because he had gotten them replaced, he has let me keep them so far.
Dataminr provides a feed of Twitter posts that contain breaking news.CreditMark Abramson for The New York Times
The SoundTouch system can be hard to connect to, and it sometimes shuts off inexplicably. The over-ear headphones get blown out kind of easily, but you can order replacements on Amazon and they are super cheap.
There is now so much tech out there — tweets, Facebook posts, phone notifications and more — to distract us. What’s your advice for readers who struggle to concentrate on their work?
I deleted Facebook from my phone last year, so that’s gone. And I sign up for very few notifications.
I don’t have any magic tricks or anything, though, and I get distracted pretty easily. When I really want to concentrate on something, I try to leave my phone in another room. And when I need to write something on deadline, I minimize Slack and put my stolen headphones on.
A version of this article appears in print on , on Page B6 of the New York edition with the headline: Tools for Staying on Top of Breaking News. Order Reprints | Today’s Paper | Subscribe
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Next Stop: Second Avenue Subway is generously supported by AECOM and Skanska. Additional support is provided by Walsh Construction Company. Exhibitions at the New York Transit Museum are made possible, in part, by public funds from the New York City Department of Cultural Affairs in partnership with the City Council, and by the New York State Council on the Arts with the support of Governor Andrew M. Cuomo and the New York State Legislature.
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