When I joined the labor movement as an organizer with the Service Employees Union on their rideshare campaign in Illinois, on my first day I was sent out to search for potential supporters at the airport. The first thing I noticed when I arrived was the chaos. It was one of the peak periods of the rideshare workday, and the airport’s main staging lot for drivers was packed. Hundreds of drivers competed for limited parking spaces while traffic constantly flowed in and out. As I walked through, I noticed that the drivers came from all over the world. Conversations happened in a multitude of different languages. What also stood out was how isolated everyone seemed. Despite being gathered together in a cramped parking lot, most drivers stayed inside their cars. There were exceptions--groups of Muslim drivers gathering for prayer, small clusters of friends talking around their cars, conversations around the food truck--but the dominant rhythm of the lot was one of isolation. Drivers shared the same space, yet rarely interacted. My first impression was that any effort to organize this workforce would have to overcome not only differences in language and background, but also the isolation built directly into the work itself.

Through this work, I eventually met many remarkable drivers that demonstrated what worker power can accomplish.

One story I’ll tell involves a group of mostly Muslim drivers that were able to hold the airport bureaucracy’s feet to the fire, winning the freedom to construct a community center in their lot. First, I have to give context for who introduced me to them.

I was introduced to these drivers through a contact at a local Kyrgyz community center. By that point, I had learned that many rideshare drivers were Kyrgyz, so I reached out looking for workers to talk to. They connected me with an Uber Black driver, and we met for breakfast at Panera. During our conversation, I learned that he had previously been a Chicago taxi driver and had participated in an AFSCME-backed organizing campaign, even traveling across the country to speak about the drivers’ issues. Although that union campaign eventually ended in failure, the organizing did not end.

The driver I met told me about a spot in the Black Lot where drivers gathered during lunch breaks. I assumed it would be a few disorganized tables around visiting food trucks. When I saw it in person, I was astonished by what the drivers had built. After successfully persuading the airport to set aside a section of unused parking lot where they could lay down prayer mats, a group of mostly Muslim drivers used the space as the foundation for something larger. Through monetary donations from drivers, they crowdfunded the construction of a mosque. Drivers contributed money for prayer mats, walls, air conditioning units, and other building materials, eventually creating a high-quality enclosed tent that was waterproof and able to withstand Chicago’s weather.

Daily prayers drew dozens of drivers, and Friday prayers attracted many more. Muslim drivers from a wide range of backgrounds--Arab, South Asian, Central Asian, and others--passed through the space throughout the day. What surprised me, however, was how the mosque did not just serve a religious purpose but also become a community and mutual aid center for the lot as a whole. Drivers shared meals together, contributed cases of water and supplies for communal use, and befriended one another. I saw drivers stop by simply to socialize, ask for advice, or get assistance with jump-starting their car using the community’s shared jumper cables and tools. Many of these drivers were not Muslim, or from the usual ethnic communities there at all. The mosque sustained itself through voluntary donations from drivers, who collectively maintained the space and funded its operations. As an organizer, I was struck by how many functions it served that are often associated with worker organizations. The drivers had created systems of mutual aid, informal leadership, and voluntary contributions to support the community. Although they did not use the same terms a union would, they referred to themselves in terms like “brotherhood” and were essentially paying voluntary dues. Impressively, in an industry whose labor process is designed around isolation, they had built a center that brought workers together and gave them a collective identity. Many drivers even referred to one of the key organizers of the mosque as the “president of the lot.”

Airport administrators later objected to the mosque’s presence for “fire code” reasons, even though the drivers followed proper regulations. The drivers then responded by bringing media attention to the dispute. The optics of the airport tearing down a mosque forced the admin into a corner. Rather than forcing the mosque’s removal, the airport eventually negotiated a compromise. By the following year, the drivers had secured the use of an actual building, complete with bathrooms, as a permanent home for their community center. Hearing from the drivers about this entire episode was tremendously inspiring in educating me on what workers can accomplish through solidarity and collective action.

As staff of an established labor union, a common tactic we used at the airport lots was carrying around a petition for better bathrooms to start conversations with drivers. It did not lead to anything actually material, because access to the airport property was mediated through a coordinator the union had a careful, ongoing relationship with. By contrast, the rideshare drivers I met demonstrated a different kind of worker power in practice. Through direct, driver-led action, they were able to achieve what established political relationships could not.

Earlier this week (May 26) the App Drivers Union (ADU) became the first rideshare union to win official recognition. According to the union, this creates a path toward negotiating better pay and job protections for the nearly 70,000 rideshare drivers in Massachusetts.

“I never dreamed that this day would happen. I once thought it was impossible that we would have a seat at the table with these two big corporations in front of us,” said Victoria Acosta, a member leader of the App Drivers Union. “But nothing is impossible when you are united. For me, it is a dream come true, seeing the hard work of all my colleagues collecting cards, talking to the drivers, and making sure we can achieve what we dream. It was worth it because now we have our union.”

Following union recognition, drivers with the ADU will begin contract negotiations with the rideshare companies where they will seek to raise standards around pay, safety and deactivations. In doing so, rideshare drivers will pave a path for millions of drivers across the country to join together, organize a union and win important protections on the job.

Massachusetts rideshare drivers won union rights through a ballot initiative in 2024. The law that passed mandates that rideshare companies bargain in good faith. If the two sides can’t reach an agreement, an independent arbitrator will join the process to make sure a contract is signed. This avoids the often protracted fights and barriers workers have to overcome to reach a first contract.

A Critical Organizing Breakthrough in the Gig Economy

Union recognition for Massachusetts rideshare drivers marks the most significant step forward for worker organizing in the gig economy. Securing the first collective bargaining agreement in the rideshare industry gives rideshare drivers real power to tackle unpredictable pay, unfair deactivations and other issues.

“This victory belongs to the drivers who spent years organizing in airport parking lots, community centers, places of worship and neighborhoods across Massachusetts to build power from the ground up,” said Mike Vartabedian, App Drivers Union Principal Officer and IAM District 15 Assistant Directing Business Representative. “Drivers are standing together for better pay, protection from unfair deactivations, transparency around algorithms, safer working conditions and dignity on the job. For too long, rideshare corporations made billions while drivers had little voice over the conditions they face every day. What’s happening in Massachusetts is a model for app-based workers everywhere who are ready to organize, demand respect and win a seat at the table.”

“This is one of the biggest organizing victories for labor unions in the last century. Big Tech spent years taking from drivers and writing the rules. Today, 70,000 Massachusetts rideshare drivers won because they wrote our own rules and won the union. Now, for the first time, the app companies have to listen to the workers who make them their money,” said Autumn Weintraub, executive director of the App Drivers Union. “This is not just a victory for rideshare drivers, but a warning shot to every Big Tech billionaire: working people are united and are willing to fight for more.”

“Today, we welcome, with open arms, 70,000 Massachusetts rideshare drivers who know a better future is possible when working people build power through unions,” said Liz Shuler, President of the AFL–CIO. “The App Drivers Union’s victory is a reminder that the billion-dollar rideshare industry is fueled by worker power, not corporate greed. These drivers prove what we’ve always known: when working people unite, we win.”

The California Gig Workers Union

Earlier this month, rideshare drivers in California came one step closer to establishing a union. Their union, the California Gig Workers Union, had received support from over 10 percent of active drivers in the state, crossing an important threshold and kickstarting a process similar to Massachusetts.

Now, drivers in Massachusetts, California, Illinois, Minnesota and beyond are seizing their opportunity to build a more equitable rideshare industry where they have the ability to negotiate stronger standards around pay, safety and benefits. Their fight is a step towards a brighter future where all working people have dignity and the power to organize a union.

So why not in Maryland and the DMV region?

The Rideshare Guy

No platform has had more influence on rideshare media than Harry Campbell, founder of The Rideshare Guy. Harry started as an Uber driver blogging about pay, strategy, and app changes back when almost nobody was covering the industry seriously. Over time, his site became one of the main places drivers went to understand what was actually happening on the apps. When rates changed, bonuses disappeared, or a new feature rolled out, drivers often waited to see what The Rideshare Guy had to say first. A big reason the platform stayed relevant is that it expanded beyond Harry himself. Sergio Avedian became one of the channel’s most recognizable voices partly because he still actively drives and reports from direct experience. The channel also regularly features creators like Chris from PZA Entertainment, who brings a more casual driver-to-driver style and perspective from the road. The site also features experts like Prof. Len Sherman and Nicole Moore from Rideshare Drivers United. That combination of news, strategy, and driver advocacy is a big reason they’ve come so far.

The Rideshare Professor

Torsten Kunert built his entire brand around one of the biggest threats to drivers: unfair deactivation. We’ve all read the horror stories. One unfair passenger complaint and your guilty until proven innocent. Good luck getting support to care about your side or look at evidence you supply. Torsten focused on this one issue and made a name for himself as someone you could pay for help. Critics though, have raised questions about the coaching ecosystem he’s built, with some drivers feeling that it provokes unreasonable fears to make more money. Love him or hate him, longtime drivers know The Rideshare Professor.

More Perfect Union

More Perfect Union helped bring rideshare issues out of the driver bubble and into mainstream labor discourse. While most rideshare content is made by drivers for other drivers, their content helped explain that Uber and Lyft are part of a bigger story about the gig economy, unfair algorithms, and declining pay. Instead of typical YouTube-style commentary, their rideshare coverage felt more like investigative reporting. Some of their most effective videos simply compared what different drivers were paid for similar rides, making the randomness of the algorithm easy for everyone to understand. To win struggles around pay rates, transparency, and deactivations, we need more media companies like them.

Pedro ‘Mr. Bet On You’ Santiago

Pedro Santiago feels less like a media brand and more like a driver you’ve met. He records new content frequently. And he doesn’t only talk about rideshare, but other gig economy apps for drivers. While many rideshare content creators come up with slick branding, Pedro stays at eye level. His audience grew with the rise of multi-apping, where drivers stop thinking in terms of one platform and instead juggle Uber, DoorDash, and others just to make the numbers work. His videos land because they feel immediate and unfiltered: bad orders, weirdo customers, app glitches, burnout, and having to constantly adapt. Pedro comes from the streets and the streets is what he knows.

BikeDasher and the TikTok Generation

BikeDasher posts short clips from Uber Eats and DoorDash deliveries, mostly on an e-bike in big cities like New York. The content is very day-to-day: taking orders, waiting at restaurants, navigating busy streets, and dealing with drop-offs in apartment buildings. A lot of it focuses on the frustrating parts of the job like low-paying orders, waiting for pickups, bad tippers, and earnings screenshots that don’t match the time or effort of the delivery. It’s quick, direct, and pulled straight from whatever just happened on a shift. While our other influences have all been car focused, we love our biker gig worker friends too.

The “UberTube” Universe Keeps Expanding

Even outside the biggest names, rideshare media keeps regenerating itself. Creators like Nuggs, Rideshare Rodeo, and Key-In built their reputations by reacting to the day-to-day reality of gig work.

One regret we have about this post - it doesn’t feature any of the many women rideshare content creators. Don’t worry we know you’re out there. And we’ll have a top five for you as well.

The Prima Donna: This passenger wants us on her side of the street, right where she’s standing. Never mind that she’s at a busy intersection during rush hour and there’s only one lane.

The Pothead: When this guy enters my car, I not only know he’s been smoking weed, I can figure out which strain from the smell even after he’s been dropped off. Now my car smells like pot and I’m at risk in case the next passenger feels like reporting me for drug use.

Short Drive/Many Bags/No Tip: They’re at the supermarket with a full cart. It takes a while to get all the bags in the trunk. We drive for three minutes, and now we’re waiting for someone to come down and help carry the groceries. I’m spending 15 minutes on this trip that only pays $3. No consideration for the driver at all.

You Should Have Ordered XL: Two adults and three children do not fit in this car. And no, you can’t let the smallest one sit on your lap.

Team Drunk: One or two tipsy passengers, no problem. But three or four and the volume goes up 10x. Please don’t touch my radio. Please stop shouting in my ear. And for god’s sake, don’t throw up!

Extra Stop Guy: Can we make a little stop? Yes we can. Go to your app, click the edit icon, and make any change you want. We both know why you aren’t doing that: because it will add a small fee you cheap ass POS.

Hospital Patient: Mostly, ok. But sometimes you have a smelly, slow-moving, incoherent person with a bunch of plastic bags full of hospital food and trash. Never again.

If you are one of these people - remember to tip your driver.

In a major development for the gig economy, the New Jersey Department of Labor and Workforce Development (NJDOL) has finalized new regulations that effectively reclassify most rideshare drivers—such as those working for Uber and Lyft—as W2 employees rather than independent contractors. This decision centers on the state’s strict “ABC Test,” which determines worker status based on the nature of their relationship with the hiring company.

The NJDOL officially finalized and adopted these rules on May 5, 2026. While the rules are technically adopted now, the state has implemented a 120-day delay to allow businesses to adjust. The new classification standards will officially become operative on October 1, 2026.

Why Now?

The initiative was championed by the administration of Governor Mikie Sherrill, building upon worker-protection efforts originally started by former Governor Phil Murphy. State labor officials, including Acting Labor Commissioner Kevin Jarvis, argued that these rules are necessary to prevent “misclassification,” which they claim deprives workers of benefits and gives some companies an unfair competitive advantage.

Labor unions and worker advocacy groups, such as the AFL-CIO, also strongly supported the move. Conversely, the change has faced heavy opposition from the New Jersey Business & Industry Association (NJBIA) and major tech platforms, who argue it will destroy the flexible nature of gig work. By which they mean, they might face a reduction in profits.

What does it mean for current rideshare drivers?

For drivers in New Jersey, the shift from 1099 independent contractor status to W2 employee status brings several fundamental changes:

• Wage and Benefit Protections: Drivers will be entitled to New Jersey’s minimum wage, overtime pay (1.5x) for hours worked over 40 in a week, and access to unemployment insurance and workers’ compensation. That is currently $15.92/hour.

• Tax Responsibility: Instead of being responsible for the full 15.3% self-employment tax, the rideshare company will now pay the employer’s portion of Social Security and Medicare. Income taxes will be withheld directly from paychecks.

• The “ABC Test” Barrier: Drivers are now classified as employees primarily because they fail “Prong B” of the state’s test. This prong requires that an independent contractor’s work be “outside the usual course of business” of the company. Because providing rides is the core business of Uber and Lyft, drivers are legally viewed as employees.

What Do You Think?

We’d love to hear what drivers think of this rule change.

Sources:

• New Jersey Vindicator Report on Gig Worker Rules

• NJ.gov Worker Rights & Misclassification Guide

• Littler Mendelson Analysis of Final ABC Rule

• NJ Department of Labor and Workforce Development Press Release (May 5, 2026)