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"content": "\u003cp>[dropcap]H[/dropcap]ere are some basic facts about the new breed of electric stand-up rental scooters in San Francisco, as enunciated during a Board of Supervisors committee hearing Monday:\u003c/p>\n\u003cp>The new electric stand-up rental scooters unleashed last month are a scourge to public safety. After less than a month on the streets, the scooters are already indispensable to getting around a traffic-choked city.\u003c/p>\n\u003cp>The scooter companies should have known better than to launch without city permission. The scooter companies want to do everything they can to work with the city.\u003c/p>\n\u003cp>The scooters are a threat to seniors, the disabled and unwary pedestrians. The scooters are creating job opportunities for city residents who need them most.\u003c/p>\n\u003cp>The scooters represent what the city could and should be — a center of innovation that embraces the novel, helps pioneer solutions for climate change and gets cars off the street. The scooters represent tech industry hubris, entitlement and arrogance.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Beyond those perhaps not-so-self-evident truths — expressed by board members, company representatives and dozens of city residents who shared their thoughts — one incontrovertible fact emerged from the hearing: Regulation is coming, sooner rather than later, for the scooter companies.\u003c/p>\n\u003cp>If you haven’t been hanging on every twist and turn of San Francisco’s #ScooterWars, here’s a recap: \u003c/p>\n\u003cp>Three companies (Spin, LimeBike and Bird) distributed hundreds of their stand-up scooters in the city beginning about a month ago: They didn’t ask permission, because while the city had made it clear it was working on regulations, none were in place. But the companies have become the target of rampant complaints about users riding on the sidewalk (illegal), dumping scooters haphazardly on sidewalks (illegal) and riding without helmets (illegal). The complaints have resulted in city action, with the Public Works agency \u003ca href=\"https://www.kqed.org/news/11662092/s-f-scooter-battle-city-crews-seize-66-mini-vehicles-from-sidewalks\" target=\"_blank\" rel=\"noopener\">seizing dozens of scooters\u003c/a> and City Attorney Dennis Herrera sending the firms \u003ca href=\"https://assets.documentcloud.org/documents/4438890/04-16-18-Bird-Rides-Ltr.pdf\" target=\"_blank\" rel=\"noopener\">cease-and-desist letters\u003c/a> on Monday demanding they curb their “unlawful business practices.”\u003c/p>\n\u003cp>So now that we’re caught up: Rules for the three companies already operating in the city, and for other firms that might want to join the fray, are on the way. What will they look like?\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch3>\u003ca href=\"https://www.kqed.org/news/11662092/s-f-scooter-battle-city-crews-seize-66-mini-vehicles-from-sidewalks\">S.F. Scooter Battle: City Crews Seize 66 Mini-Vehicles From Sidewalks\u003c/a>\u003c/h3>\n\u003cfigure>\u003ca href=\"https://www.kqed.org/news/11662092/s-f-scooter-battle-city-crews-seize-66-mini-vehicles-from-sidewalks\">\u003cimg decoding=\"async\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/40665797604_e9dff23717_o-1180x885.jpg\" alt=\"\">\u003c/a>\u003c/figure>\n\u003c/aside>\n\u003cp>Monday’s hearing — held by the board’s three-member Land Use and Transportation Committee, which unanimously passed a scooter regulation ordinance from Supervisor Aaron Peskin — yielded a few clues.\u003c/p>\n\u003cp>Jamie Parks, head of the San Francisco Municipal Transportation Agency’s bicycle program, told the hearing the agency has been working on regulations and a permit program since late February.\u003c/p>\n\u003cp>Parks said that draft regulations, including a proposed permit application, will be presented to the agency’s board on May 1. The SFMTA could begin processing applications by mid-May.\u003c/p>\n\u003cp>The regulations will include “really detailed placement guidelines for where you can and cannot park,” Parks said, and will require companies to show they can meet those requirements.\u003c/p>\n\u003cp>But of crucial interest to the scooter companies and the public, it’s still an open question exactly how many companies will be permitted to operate and how many scooters they’ll get to put on the streets.\u003c/p>\n\u003cp>“All the numbers are being worked out,” Parks said. “Probably more than one permit would be issued with a cap on the total number of permits and the total number of scooters.”\u003c/p>\n\u003cp>He added that the regulations will require detailed usage data from permitted companies so the SFMTA can do “a thorough evaluation” of how the scooters are used and whether they are actually replacing car trips in the city.\u003c/p>\n\u003cp>Supervisor Jane Kim, a committee member, asked whether it would be possible to create formal docking areas for the scooters.\u003c/p>\n\u003cp>“I just think they’re so easy to tip over,” Kim said. “That is the part that really gets to me — that they’re just strewn all over the streets. And already in the first week I saw a number of them tipped over.”\u003c/p>\n\u003cp>Parks was noncommittal about what the SFMTA might do about the tipping problem and suggested the answer would come from the scooter firms themselves.\u003c/p>\n\u003cp>“We would put the onus on the companies to come to us with a solution,” Parks said. “… We’re not the experts on that. They need to come up with a way that their operations don’t impact public safety.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Peskin’s scooter ordinance is expected to win quick approval from the full Board of Supervisors. Taking effect in late May, it would make it illegal for any company to distribute scooters without a city permit.\u003c/p>\n\n",
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"excerpt": "It's unclear amid competing claims about the scooters exactly how many companies will be awarded permits to operate in the city. ",
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"title": "S.F. Scooter Regulations Are Coming. What Will They Look Like? | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003c/p>\u003cp>\u003cspan class=\"utils-parseShortcode-shortcodes-__dropcapShortcode__dropcap\">H\u003c/span>\u003c/p>\u003cp>ere are some basic facts about the new breed of electric stand-up rental scooters in San Francisco, as enunciated during a Board of Supervisors committee hearing Monday:\u003c/p>\n\u003cp>The new electric stand-up rental scooters unleashed last month are a scourge to public safety. After less than a month on the streets, the scooters are already indispensable to getting around a traffic-choked city.\u003c/p>\n\u003cp>The scooter companies should have known better than to launch without city permission. The scooter companies want to do everything they can to work with the city.\u003c/p>\n\u003cp>The scooters are a threat to seniors, the disabled and unwary pedestrians. The scooters are creating job opportunities for city residents who need them most.\u003c/p>\n\u003cp>The scooters represent what the city could and should be — a center of innovation that embraces the novel, helps pioneer solutions for climate change and gets cars off the street. The scooters represent tech industry hubris, entitlement and arrogance.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Beyond those perhaps not-so-self-evident truths — expressed by board members, company representatives and dozens of city residents who shared their thoughts — one incontrovertible fact emerged from the hearing: Regulation is coming, sooner rather than later, for the scooter companies.\u003c/p>\n\u003cp>If you haven’t been hanging on every twist and turn of San Francisco’s #ScooterWars, here’s a recap: \u003c/p>\n\u003cp>Three companies (Spin, LimeBike and Bird) distributed hundreds of their stand-up scooters in the city beginning about a month ago: They didn’t ask permission, because while the city had made it clear it was working on regulations, none were in place. But the companies have become the target of rampant complaints about users riding on the sidewalk (illegal), dumping scooters haphazardly on sidewalks (illegal) and riding without helmets (illegal). The complaints have resulted in city action, with the Public Works agency \u003ca href=\"https://www.kqed.org/news/11662092/s-f-scooter-battle-city-crews-seize-66-mini-vehicles-from-sidewalks\" target=\"_blank\" rel=\"noopener\">seizing dozens of scooters\u003c/a> and City Attorney Dennis Herrera sending the firms \u003ca href=\"https://assets.documentcloud.org/documents/4438890/04-16-18-Bird-Rides-Ltr.pdf\" target=\"_blank\" rel=\"noopener\">cease-and-desist letters\u003c/a> on Monday demanding they curb their “unlawful business practices.”\u003c/p>\n\u003cp>So now that we’re caught up: Rules for the three companies already operating in the city, and for other firms that might want to join the fray, are on the way. What will they look like?\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch3>\u003ca href=\"https://www.kqed.org/news/11662092/s-f-scooter-battle-city-crews-seize-66-mini-vehicles-from-sidewalks\">S.F. Scooter Battle: City Crews Seize 66 Mini-Vehicles From Sidewalks\u003c/a>\u003c/h3>\n\u003cfigure>\u003ca href=\"https://www.kqed.org/news/11662092/s-f-scooter-battle-city-crews-seize-66-mini-vehicles-from-sidewalks\">\u003cimg decoding=\"async\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/40665797604_e9dff23717_o-1180x885.jpg\" alt=\"\">\u003c/a>\u003c/figure>\n\u003c/aside>\n\u003cp>Monday’s hearing — held by the board’s three-member Land Use and Transportation Committee, which unanimously passed a scooter regulation ordinance from Supervisor Aaron Peskin — yielded a few clues.\u003c/p>\n\u003cp>Jamie Parks, head of the San Francisco Municipal Transportation Agency’s bicycle program, told the hearing the agency has been working on regulations and a permit program since late February.\u003c/p>\n\u003cp>Parks said that draft regulations, including a proposed permit application, will be presented to the agency’s board on May 1. The SFMTA could begin processing applications by mid-May.\u003c/p>\n\u003cp>The regulations will include “really detailed placement guidelines for where you can and cannot park,” Parks said, and will require companies to show they can meet those requirements.\u003c/p>\n\u003cp>But of crucial interest to the scooter companies and the public, it’s still an open question exactly how many companies will be permitted to operate and how many scooters they’ll get to put on the streets.\u003c/p>\n\u003cp>“All the numbers are being worked out,” Parks said. “Probably more than one permit would be issued with a cap on the total number of permits and the total number of scooters.”\u003c/p>\n\u003cp>He added that the regulations will require detailed usage data from permitted companies so the SFMTA can do “a thorough evaluation” of how the scooters are used and whether they are actually replacing car trips in the city.\u003c/p>\n\u003cp>Supervisor Jane Kim, a committee member, asked whether it would be possible to create formal docking areas for the scooters.\u003c/p>\n\u003cp>“I just think they’re so easy to tip over,” Kim said. “That is the part that really gets to me — that they’re just strewn all over the streets. And already in the first week I saw a number of them tipped over.”\u003c/p>\n\u003cp>Parks was noncommittal about what the SFMTA might do about the tipping problem and suggested the answer would come from the scooter firms themselves.\u003c/p>\n\u003cp>“We would put the onus on the companies to come to us with a solution,” Parks said. “… We’re not the experts on that. They need to come up with a way that their operations don’t impact public safety.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Peskin’s scooter ordinance is expected to win quick approval from the full Board of Supervisors. Taking effect in late May, it would make it illegal for any company to distribute scooters without a city permit.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"slug": "tesla-says-its-factory-is-safer-but-it-left-injuries-off-the-books",
"title": "Tesla Says Its Factory Is Safer, but It Left Injuries Off the Books",
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"headTitle": "Tesla Says Its Factory Is Safer, but It Left Injuries Off the Books | KQED",
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"content": "\u003cp>\u003cem>This story was originally published by Reveal from The Center for Investigative Reporting, a nonprofit news organization based in the San Francisco Bay Area. Learn more at \u003ca href=\"https://www.revealnews.org/\">revealnews.org\u003c/a> and subscribe to the Reveal podcast, produced with PRX, at \u003ca href=\"https://www.revealnews.org/podcast\">revealnews.org/podcast\u003c/a>.\u003c/em>\u003c/p>\n\u003cp>[dropcap]I[/dropcap]nside Tesla’s electric car factory, giant red robots – some named for X-Men characters – heave car parts in the air, while workers wearing black toil on aluminum car bodies. Forklifts and tuggers zip by on gray-painted floors, differentiated from pedestrian walkways by another shade of gray.\u003c/p>\n\u003cp>There’s one color, though, that some of Tesla’s former safety experts wanted to see more of: yellow – the traditional hue of caution used to mark hazards.\u003c/p>\n\u003cp>Concerned about bone-crunching collisions and the lack of clearly marked pedestrian lanes at the Fremont, California, plant, the general assembly line’s then-lead safety professional went to her boss, who she said told her, “Elon does not like the color yellow.”\u003c/p>\n\u003cp>The melding of cutting-edge technology and world-saving vision is Tesla Inc.’s big draw. Many, including Justine White, the safety lead, went to work there inspired by Elon Musk, a CEO with star power and now a\u003ca href=\"https://www.theguardian.com/science/shortcuts/2018/feb/07/forget-the-car-in-space-why-elon-musks-reusable-rockets-are-more-than-a-publicity-stunt\"> groundbreaking rocket\u003c/a> in space.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>What she and some of her colleagues found, they said, was a chaotic factory floor where style and speed trumped safety. Musk’s name often was invoked to justify shortcuts and shoot down concerns, they said.\u003c/p>\n\u003cp>Under fire for mounting injuries, Tesla recently\u003ca href=\"https://www.tesla.com/blog/becoming-safest-car-factory-world\"> touted a sharp drop\u003c/a> in its injury rate for 2017, which it says came down to meet the auto industry average of about 6.2 injuries per 100 workers.\u003c/p>\n\u003cp>But things are not always as they seem at Tesla. An \u003ca href=\"https://www.revealnews.org/article/tesla-says-its-factory-is-safer-but-it-left-injuries-off-the-books\">investigation\u003c/a> by \u003ca href=\"http://revealnews.org/\">Reveal\u003c/a> from The Center for Investigative Reporting found that Tesla has failed to report some of its serious injuries on legally mandated reports, making the company’s injury numbers look better than they actually are.\u003c/p>\n\u003cp>\u003cimg loading=\"lazy\" decoding=\"async\" class=\"aligncenter size-medium wp-image-11662656\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/tesla-employee-injury-rate-final-2-800x613.png\" alt=\"\" width=\"800\" height=\"613\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/tesla-employee-injury-rate-final-2-800x613.png 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/tesla-employee-injury-rate-final-2-160x123.png 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/tesla-employee-injury-rate-final-2-1020x782.png 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/tesla-employee-injury-rate-final-2-1180x904.png 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/tesla-employee-injury-rate-final-2-960x736.png 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/tesla-employee-injury-rate-final-2-240x184.png 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/tesla-employee-injury-rate-final-2-375x287.png 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/tesla-employee-injury-rate-final-2-520x399.png 520w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/tesla-employee-injury-rate-final-2.png 1190w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/p>\n\u003cp>Last April, Tarik Logan suffered debilitating headaches from the fumes of a toxic glue he had to use at the plant. He texted his mom: “I’m n hella pain foreal something ain’t right.”\u003c/p>\n\u003cp>The searing pain became so unbearable he couldn’t work, and it plagued him for weeks.\u003c/p>\n\u003cp>But Logan’s inhalation injury, as it was diagnosed, never made it onto the official injury logs that state and federal law requires companies to keep. Neither did reports from other factory workers of sprains, strains and repetitive stress injuries from piecing together Tesla’s sleek cars.\u003c/p>\n\u003cp>Instead, company officials labeled the injuries personal medical issues or minor incidents requiring only first aid, according to internal company records obtained by Reveal.\u003c/p>\n\u003cp>Undercounting injuries is one symptom of a more fundamental problem at Tesla: The company has put its manufacturing of electric cars above safety concerns, according to five former members of its environment, health and safety team who left the company last year. That, they said, has put workers unnecessarily in harm’s way.\u003c/p>\n\u003cp>At one point, White said she warned superiors about a potential explosion hazard but was told they would defer to production managers because fixing the problem would require stopping the production line.\u003c/p>\n\u003cp>From September 2016 to January 2017, White oversaw safety for thousands of workers on Tesla’s general assembly line, in charge of responding to injuries, reviewing injury records, teaching safety classes and assessing the factory for hazards.\u003c/p>\n\u003cp>“Everything took a back seat to production,” White said. “It’s just a matter of time before somebody gets killed.”\u003c/p>\n\u003cp>Tesla, worth about $50 billion, employs more than 10,000 workers at its Fremont factory. Alongside the company’s remarkable rise, workers have been sliced by machinery, crushed by forklifts, burned in electrical explosions and sprayed with molten metal. Tesla recorded \u003ca href=\"https://www.documentcloud.org/documents/4419499-Tesla-300A-2017.html\">722 injuries\u003c/a> last year, about two a day. The rate of serious injuries, requiring time off or a work restriction, was 30 percent worse than the previous year’s industry average.\u003c/p>\n\u003cp>Frantic growth, constant changes and lax rules, combined with a CEO whom senior managers were afraid to cross, created an atmosphere in which few dared to stand up for worker safety, the former environment, health and safety team members told Reveal.\u003c/p>\n\u003cp>And in addition to yellow, Musk was said to dislike too many signs in the factory and the warning beeps forklifts make when backing up, former team members said. His preferences, they said, were well known and led to cutting back on those standard safety signals.\u003c/p>\n\u003cp>“If someone said, ‘Elon doesn’t like something,’ you were concerned because you could lose your job,” said Susan Rigmaiden, former environmental compliance manager.\u003c/p>\n\u003cp>A few months into her job, White became so alarmed that she \u003ca href=\"https://www.documentcloud.org/documents/4419515-Justine-Email-to-HR.html\">wrote\u003c/a> to a human resources manager that “the risk of injury is too high. People are getting hurt every day and near-hit incidents where people are getting almost crushed or hit by cars is unacceptable.”\u003c/p>\n\u003cp>The next day, she \u003ca href=\"https://www.documentcloud.org/documents/4416595-Justine-White-Email-to-Sam-Teller.html\">emailed\u003c/a> Sam Teller, Musk’s chief of staff, that safety team leaders were failing to address the hazards.\u003c/p>\n\u003cp>“I know what can keep a person up at night regarding safety,” she wrote. “I must tell you that I can’t sleep here at Tesla.”\u003c/p>\n\u003cp>She said she never heard back from Musk’s office. She transferred departments and quit a couple of months later, disillusioned.\u003c/p>\n\u003cp>In her March 2017 \u003ca href=\"https://www.documentcloud.org/documents/4437759-Resignation-Letter-Excerpt.html\">resignation letter,\u003c/a> White recounted the time she told her boss, Seth Woody, “that the plant layout was extremely dangerous to pedestrians.” Woody, head of the safety team, told her “that Elon didn’t want signs, anything yellow (like caution tape) or to wear safety shoes in the plant” and acknowledged it “was a mess,” she wrote.\u003c/p>\n\u003cp>She sent the letter directly to Musk and the head of human resources at the time – to no response, she said. Woody did not respond to inquiries.\u003c/p>\n\u003cfigure id=\"attachment_11662661\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11662661\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/031118_TESLA_DennisCruz_02-1024x683-800x534.jpg\" alt=\"Tesla quality inspector Dennis Cruz has had a series of injuries that took him off the production line. At one point, living on workers’ compensation payments because of work-induced tendinitis, he ended up living in his car, unable to afford rent.\" width=\"800\" height=\"534\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/031118_TESLA_DennisCruz_02-1024x683-800x534.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/031118_TESLA_DennisCruz_02-1024x683-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/031118_TESLA_DennisCruz_02-1024x683-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/031118_TESLA_DennisCruz_02-1024x683-960x640.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/031118_TESLA_DennisCruz_02-1024x683-240x160.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/031118_TESLA_DennisCruz_02-1024x683-375x250.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/031118_TESLA_DennisCruz_02-1024x683-520x347.jpg 520w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/031118_TESLA_DennisCruz_02-1024x683.jpg 1024w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Tesla quality inspector Dennis Cruz has had a series of injuries that took him off the production line. At one point, living on workers’ compensation payments because of work-induced tendinitis, he ended up living in his car, unable to afford rent. \u003ccite>(Emily Harger/Reveal)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Tesla officials dismissed all of White’s concerns as unsubstantiated. They insisted that the company records injuries accurately and cares deeply about the safety of its workers. As proof, company officials said a recent anonymous internal survey found 82 percent of employees agreed that “Tesla is committed to my health, safety and well-being.”\u003c/p>\n\u003cp>Before publication of this story, a Tesla spokesman sent a \u003ca href=\"https://www.documentcloud.org/documents/4432415-Tesla-Statement.html\">statement\u003c/a> accusing Reveal of being a tool in an ongoing unionization drive and portraying “a completely false picture of Tesla and what it is actually like to work here.”\u003c/p>\n\u003cp>“In our view, what they portray as investigative journalism is in fact an ideologically motivated attack by an extremist organization working directly with union supporters to create a calculated disinformation campaign against Tesla,” the statement said.\u003c/p>\n\u003cp>Tesla’s spokesman also sent photos of rails and posts in the factory that were painted yellow.\u003c/p>\n\u003cp>Reveal interviewed more than three dozen current and former employees and managers and reviewed hundreds of pages of documents. Some of the workers who spoke to Reveal have supported the unionization effort, while many others – including safety professionals – had no involvement.\u003c/p>\n\u003ch2>A Chaotic Factory Floor\u003c/h2>\n\u003cp>On one hand, Tesla boasts state-of-the-art machinery that makes it “like working for Iron Man,” as one former employee described it. On the other, the company relied on hoists that weren’t engineered or inspected before they were used to lift heavy car parts, according to a former safety team member, resulting in repeated accidents.\u003c/p>\n\u003cfigure id=\"attachment_11662666\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11662666\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/MuskLaunchEvent-800x529.jpg\" alt=\"At Tesla’s electric car factory in Fremont, CEO Elon Musk’s name often was invoked to justify shortcuts and shoot down safety concerns, former safety experts for the company say. \" width=\"800\" height=\"529\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/MuskLaunchEvent-800x529.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/MuskLaunchEvent-160x106.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/MuskLaunchEvent-1020x675.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/MuskLaunchEvent-1200x794.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/MuskLaunchEvent.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/MuskLaunchEvent-1180x781.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/MuskLaunchEvent-960x635.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/MuskLaunchEvent-240x159.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/MuskLaunchEvent-375x248.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/MuskLaunchEvent-520x344.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">At Tesla’s electric car factory in Fremont, CEO Elon Musk’s name often was invoked to justify shortcuts and shoot down safety concerns, former safety experts for the company say. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The company is under immense pressure to ramp up manufacturing of the new Model 3 sedan, its first mass-market vehicle at $35,000. Musk initially said Tesla would be producing\u003ca href=\"https://mashable.com/2017/10/03/tesla-model-3-production-woes-analysis/#KH37hHQFemqw\"> 20,000 of them per month\u003c/a> by the end of 2017, but the company \u003ca href=\"https://www.washingtonpost.com/news/innovations/wp/2018/04/03/tesla-misses-model-3-production-goal-once-again/?utm_term=.6679155b2d34\">just missed\u003c/a> its scaled-back promise to produce half that number.\u003c/p>\n\u003cp>Tesla is often in a state of frenzied production. Former employees said they faced 12-hour workdays, faulty equipment and paltry training as they scrambled to come up with workarounds on the fly to get cars out the door.\u003c/p>\n\u003cp>The hustle meant that health and safety protocols could literally get left in the dust. Last year, construction workers cut through concrete to build the new Model 3 assembly line, spreading silica dust – which can cause cancer – without containing and testing it first, Rigmaiden and two other former members of the health and safety team said.\u003c/p>\n\u003cp>Despite the high stakes for life and limb, the safety professionals maintain safety training has been woefully inadequate. The company said all workers receive at least four days of training. But new employees often were pulled out of training early to fill spots on the factory floor, White and another former safety team member said.\u003c/p>\n\u003cp>Team members were reluctant to speak to reporters, but said they agreed to in order to help improve conditions for current and future Tesla workers. Some asked to remain anonymous for fear of reprisals or hurting their careers.\u003c/p>\n\u003cp>In an interview, Tesla Chief People Officer Gaby Toledano, who joined the company in May, repeatedly questioned the motives of the former health and safety professionals and suggested they might have been “failing at their own job.”\u003c/p>\n\u003cp>Toledano touted the hiring in October of Laurie Shelby as Tesla’s first vice president for environment, health and safety as an improvement in itself.\u003c/p>\n\u003cp>“Anybody who walks through our doors into this factory is our responsibility, and we care about them,” said Shelby, formerly safety vice president at aluminum manufacturer Alcoa. “I have a passion for safety and it’s about caring.”\u003c/p>\n\u003cp>Tesla disputed each of Reveal’s findings. The company said that it had no information that workers were exposed to silica dust and that it does regular air monitoring. It said that while some hoists did fail and injure workers, it was not due to a lack of engineering or inspections, and they have been improved.\u003c/p>\n\u003cfigure id=\"attachment_11662669\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11662669\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/B82I9143-1024x683-800x534.jpg\" alt=\"Tesla officials Laurie Shelby (L) and Gaby Toledano read the concerns of then-safety lead Justine White, who emailed CEO Elon Musk’s chief of staff in 2016. “I know what can keep a person up at night regarding safety,” she wrote. “I must tell you that I can’t sleep here at Tesla.” Tesla says her concerns were unsubstantiated. \" width=\"800\" height=\"534\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/B82I9143-1024x683-800x534.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/B82I9143-1024x683-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/B82I9143-1024x683-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/B82I9143-1024x683-960x640.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/B82I9143-1024x683-240x160.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/B82I9143-1024x683-375x250.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/B82I9143-1024x683-520x347.jpg 520w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/B82I9143-1024x683.jpg 1024w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Tesla officials Laurie Shelby (L) and Gaby Toledano read the concerns of then-safety lead Justine White, who emailed CEO Elon Musk’s chief of staff in 2016. “I know what can keep a person up at night regarding safety,” she wrote. “I must tell you that I can’t sleep here at Tesla.” Tesla says her concerns were unsubstantiated. \u003ccite>(Paul Kuroda/Reveal)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Toledano and Shelby said they had never heard of Musk’s purported aesthetic preferences and pointed out that the factory does have some yellow. Both distanced themselves from what might have happened before their tenure.\u003c/p>\n\u003cp>Not all injured workers have given up on Tesla, either. Dennis Cruz has had his share of injuries, yet he still wants to get back to the production line.\u003c/p>\n\u003cp>At one point, out on workers’ compensation because of work-induced tendinitis, Cruz ended up living in his car, unable to afford rent. Then, in late 2016, a \u003ca href=\"https://www.documentcloud.org/documents/4436216-SDS-BM4601.html\">toxic\u003c/a> adhesive many workers complain about got in his eye, damaging his cornea. And in September, as a quality inspector, Cruz says he put out a fire that broke out on a car body, inhaling fumes from burning chemicals.\u003c/p>\n\u003cp>Cruz, 42, is on light duty as he struggles with shortness of breath, coughing spells and headaches. But he wants to provide for his family, apply his skills and get promoted.\u003c/p>\n\u003cp>“I can’t do that on workers’ comp. I can’t do that away from the factory,” he said. “That’s why I push to go back. I push to go back into the fire.”\u003c/p>\n\u003ch2>Discrepancies in Injury Counts\u003c/h2>\n\u003cp>In Tesla’s internal injury tracking system, a supervisor wrote that a worker couldn’t come to work one day in February 2017 because “his left arm was in pain from installing Wiper motors during his shift.” One worker “fainted and hit head on floor” because “team member was working in a group setting and became uncomfortably hot.” Another employee, a supervisor noted, was “highly relied upon at this workstation” but injured her shoulder from repetitive motion due to an “Unfriendly Ergonomic Process.”\u003c/p>\n\u003cp>Tesla is required by law to report every work-related injury that results in days away from work, job restrictions or medical treatment beyond first aid. But those injuries were labeled “personal medical” cases, meaning work had nothing to do with them. So they weren’t counted when Tesla tallied its injuries on legally mandated reports.\u003c/p>\n\u003cfigure id=\"attachment_11662683\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11662683\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/Y5I6227-1024x683-800x534.jpg\" alt=\"New Tesla employees learn how to use tools safely in a training session at the Fremont factory. State safety regulators have cited Tesla eight times since 2013 for deficient training, including twice in the last year. \" width=\"800\" height=\"534\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/Y5I6227-1024x683-800x534.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/Y5I6227-1024x683-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/Y5I6227-1024x683-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/Y5I6227-1024x683-960x640.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/Y5I6227-1024x683-240x160.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/Y5I6227-1024x683-375x250.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/Y5I6227-1024x683-520x347.jpg 520w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/Y5I6227-1024x683.jpg 1024w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">New Tesla employees learn how to use tools safely in a training session at the Fremont factory. State safety regulators have cited Tesla eight times since 2013 for deficient training, including twice in the last year. \u003ccite>(Paul Kuroda/Reveal)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The list of the uncounted goes on. One worker had back spasms when reaching for boxes, one sprained her back carrying something to a work table and one got a pinch in his back from bending over to apply sealer and couldn’t walk off the pain.\u003c/p>\n\u003cp>By law, if something at work contributed to an injury – even if work wasn’t the only cause – the injury \u003ca href=\"https://www.dir.ca.gov/t8/14300_5.html\">must be counted\u003c/a>.\u003c/p>\n\u003cp>A former Tesla safety professional, however, said the company systematically undercounted injuries by mislabeling them.\u003c/p>\n\u003cp>“I saw injuries on there like broken bones and lacerations that they were saying were not recordable” as injuries, said the safety professional, who asked to remain anonymous. “I saw a lot of stuff that was like, ‘Wow, this is crazy.’ ”\u003c/p>\n\u003cp>Reveal compared records from Tesla’s internal tracking system, obtained from a source, with the official logs, which were requested by an employee and provided to Reveal.\u003c/p>\n\u003cp>For a dozen examples provided to the company by Reveal, Tesla stood by its decision to not count them. It said workers may have thought they were injured because of their jobs, and supervisors may have assumed the same. But later, Tesla said, a medical professional – sometimes contracted or affiliated with the company – determined there was no connection to work.\u003c/p>\n\u003cp>“I feel very strongly,” Shelby said. “We are doing proper recordkeeping here at Tesla.”\u003c/p>\n\u003cp>Reveal also provided Tesla’s internal descriptions of the injuries, along with the company’s case-by-case response, to Doug Parker, executive director of Worksafe, an Oakland-based organization that \u003ca href=\"http://worksafe.typepad.com/files/worksafe_tesla5_24.pdf\">previously analyzed\u003c/a> Tesla’s official injury logs.\u003c/p>\n\u003cp>“The examples you’ve given me are concerning, troubling,” he said. “They suggest that Tesla isn’t reporting all the workplace injuries that they should be reporting.”\u003c/p>\n\u003cp>Listen to the podcast:\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" width=\"100%\" height=\"300\" scrolling=\"no\" frameborder=\"no\" allow=\"autoplay\" src=\"https://w.soundcloud.com/player/?url=https%3A//api.soundcloud.com/tracks/429374469&color=%23ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false&show_teaser=true&visual=true\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>California’s Division of Occupational Safety and Health has cited Tesla for more than 40 violations since 2013. Tesla’s rate of serious injuries that required time off or job restrictions was\u003ca href=\"http://worksafe.org/file_download/inline/83a169a1-2af7-4c2e-81a5-21b6965ff996\"> 83 percent higher\u003c/a> than the industry in 2016. Since then, however, Tesla says it has turned things around on its way to “\u003ca href=\"https://www.tesla.com/blog/becoming-safest-car-factory-world\">becoming the safest car factory in the world\u003c/a>.”\u003c/p>\n\u003cp>Last year, Musk claimed in a \u003ca href=\"https://techcrunch.com/2017/02/24/elon-musk-addresses-working-condition-claims-in-tesla-staff-wide-email/\">staffwide email\u003c/a> and at a \u003ca href=\"https://www.mercurynews.com/2017/06/06/elon-musk-says-tesla-is-on-its-way-to-lowering-employees-injury-rate/\">shareholder meeting\u003c/a> that the company’s injury rate was much better than the industry average. A company \u003ca href=\"https://www.tesla.com/blog/creating-the-safest-car-factory-in-the-world\">blog post\u003c/a> said that to be average would be “to go backwards.”\u003c/p>\n\u003cp>Then Tesla apparently did hit reverse.\u003c/p>\n\u003cp>“Our 2017 data showed that we are at industry average, so we’re happy about that,” Shelby said, explaining the earlier claims as a “snapshot in time.”\u003c/p>\n\u003cp>Musk also \u003ca href=\"https://electrek.co/2017/06/02/elon-musk-tesla-injury-factory/\">emailed\u003c/a> his staff last year saying he was meeting weekly with the safety team and “would like to meet every injured person as soon as they are well, so that I can understand from them exactly what we need to do to make it better.”\u003c/p>\n\u003cp>Toledano said Musk did meet with some injured workers, but no longer meets weekly with the safety team because it isn’t necessary.\u003c/p>\n\u003cp>“Now I can’t claim he’s met with every injured worker,” she said. “I think that’s absurd.”\u003c/p>\n\u003cp>Several former members of the environment, health and safety team said they had other reasons to doubt Tesla’s official numbers.\u003c/p>\n\u003cp>The company, for example, didn’t always count injuries among the plant’s temporary workers, they said. Tesla fills some of its factory positions with temp workers who later may be offered permanent jobs. Companies must count those injuries if they supervise the temps, as Tesla does.\u003c/p>\n\u003cp>“That’s the law,” agreed Tesla’s Shelby. “Based on my review of our data, we’ve always done that.”\u003c/p>\n\u003cfigure id=\"attachment_11662689\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11662689\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/B82I9150-1024x683-800x534.jpg\" alt=\"Laurie Shelby, Tesla’s vice president for environment, health and safety, points to the principles of her department listed on a placard at the car plant in Fremont.\" width=\"800\" height=\"534\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/B82I9150-1024x683-800x534.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/B82I9150-1024x683-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/B82I9150-1024x683-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/B82I9150-1024x683-960x640.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/B82I9150-1024x683-240x160.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/B82I9150-1024x683-375x250.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/B82I9150-1024x683-520x347.jpg 520w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/B82I9150-1024x683.jpg 1024w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Laurie Shelby, Tesla’s vice president for environment, health and safety, points to the principles of her department listed on a placard at the car plant in Fremont. \u003ccite>(Paul Kuroda/Reveal)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>At one point, though, White said she asked her supervisor why the injury rate seemed off, and he told her they weren’t counting temp worker injuries.\u003c/p>\n\u003cp>“They knew they were reporting incorrect numbers,” White said. “Those workers were being injured on the floor and that wasn’t being captured, and they knew that.”\u003c/p>\n\u003cp>Tesla began to fix that problem in 2017, former employees said, but it’s unclear how consistently.\u003c/p>\n\u003cp>\u003cimg loading=\"lazy\" decoding=\"async\" class=\"aligncenter size-medium wp-image-11662690\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/tesla-factory-injury-rate-final-800x537.png\" alt=\"\" width=\"800\" height=\"537\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/tesla-factory-injury-rate-final-800x537.png 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/tesla-factory-injury-rate-final-160x107.png 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/tesla-factory-injury-rate-final-1020x684.png 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/tesla-factory-injury-rate-final-1200x805.png 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/tesla-factory-injury-rate-final-1180x792.png 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/tesla-factory-injury-rate-final-960x644.png 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/tesla-factory-injury-rate-final-240x161.png 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/tesla-factory-injury-rate-final-375x252.png 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/tesla-factory-injury-rate-final-520x349.png 520w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/tesla-factory-injury-rate-final.png 1592w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/p>\n\u003cp>After workers requested the company’s injury logs last year, Tesla\u003ca href=\"https://www.documentcloud.org/documents/4419502-Tesla-300A-2016-Amended.html\"> amended\u003c/a> its\u003ca href=\"https://www.documentcloud.org/documents/4419503-Tesla-300A-2016-initial.html\"> original\u003c/a> 2016 report to add 135 injuries that hadn’t been counted previously. The company said it changed the numbers after it discovered injuries that hadn’t been shared with Tesla by its temp agencies.\u003c/p>\n\u003ch2>Toxic Workplace Chemicals\u003c/h2>\n\u003cp>In April 2017, Tarik Logan – a temporary worker – was assigned to patch parts in Tesla’s battery packs with Henkel Loctite AA H3500. The powerful adhesive includes \u003ca href=\"https://www.epa.gov/sites/production/files/2016-09/documents/methyl-methacrylate.pdf\">toxic chemicals\u003c/a> that can cause \u003ca href=\"https://www.documentcloud.org/documents/4433392-LoctiteH3500-SDS-1808799.html\">allergic reactions and even genetic defects\u003c/a>. Logan and a former co-worker said they went through more than 100 tubes of the glue a day without adequate ventilation or protection from the fumes.\u003c/p>\n\u003cp>First it brought dizziness, then headaches – the worst pain he’s ever felt, Logan said.\u003c/p>\n\u003cp>“He’s a strong person,” said Toni Porter, his mother. “For him to cry out, it was terrifying.”\u003c/p>\n\u003cp>Tesla referred Logan, then 23, to a medical clinic that diagnosed an “acute reaction to car adhesive glue causing headaches, dizziness, and some respiratory discomfort.” The doctor gave him prescription-strength painkillers and told him to avoid the glue.\u003c/p>\n\u003cp>“My head still hurt tho,” he texted Porter. “This Shit hurrrrrts!!!!!!!”\u003c/p>\n\u003cp>These texts are among those sent by Tarik Logan to his mother, Toni Porter, while Logan worked at the Tesla factory in Fremont, California in April 2017:\u003c/p>\n\u003cp>\u003cimg loading=\"lazy\" decoding=\"async\" class=\"aligncenter size-medium wp-image-11662690\" src=\"https://www.revealnews.org/wp-content/uploads/2018/04/texts34.gif\" alt=\"\" width=\"800\" height=\"537\">\u003c/p>\n\u003cp>He missed work and ended up at the hospital multiple times, Logan and Porter said. Then Tesla declined to take him on as a permanent employee, citing attendance issues.\u003c/p>\n\u003cp>Tesla, in response to Reveal’s inquiries, said it doesn’t agree with the doctor’s determination that Logan’s pain was work-related. In any case, Tesla said, it doesn’t count as an injury because it didn’t require any medical treatment.\u003c/p>\n\u003cp>By law, however, just the prescription of pain medication – documented in medical records obtained by Reveal – \u003ca href=\"https://www.osha.gov/laws-regs/standardinterpretations/2007-02-06-1\">requires\u003c/a> that his injury be counted.\u003c/p>\n\u003cp>Logan handled only a very small amount of the chemical and exposure levels were within standards, Tesla stated. The company also said Logan didn’t complain about headaches until he told a doctor a month later.\u003c/p>\n\u003cp>That statement is contradicted by medical records and internal company records, which show that Logan’s supervisor put it in Tesla’s injury tracking system and Logan was diagnosed by a doctor a week after his headaches started.\u003c/p>\n\u003cp>The former safety team member who asked to remain anonymous said Tesla told workers that their reactions to workplace chemicals were personal medical problems instead of treating them.\u003c/p>\n\u003cp>“We have employees at work that don’t know what they’re being exposed to, and nobody’s taking care of them,” the safety professional said. “It’s heartbreaking.”\u003c/p>\n\u003cfigure id=\"attachment_11662701\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11662701\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/032018_Tesla_MarkEberley_05-1024x679-800x530.jpg\" alt=\"Mark Eberley, 48, was diagnosed with carpal tunnel syndrome in 2014. He injured his hand welding thousands of studs to car wheelhouses during nearly 12-hour days at Tesla.\" width=\"800\" height=\"530\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/032018_Tesla_MarkEberley_05-1024x679-800x530.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/032018_Tesla_MarkEberley_05-1024x679-160x106.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/032018_Tesla_MarkEberley_05-1024x679-1020x676.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/032018_Tesla_MarkEberley_05-1024x679-960x637.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/032018_Tesla_MarkEberley_05-1024x679-240x159.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/032018_Tesla_MarkEberley_05-1024x679-375x249.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/032018_Tesla_MarkEberley_05-1024x679-520x345.jpg 520w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/032018_Tesla_MarkEberley_05-1024x679.jpg 1024w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Mark Eberley, 48, was diagnosed with carpal tunnel syndrome in 2014. He injured his hand welding thousands of studs to car wheelhouses during nearly 12-hour days at Tesla. \u003ccite>(Emily Harger/Reveal)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>One worker is described in internal records as having gone to Tesla’s nurse “expressing concerns with the fumes in the area. Saying he feels like he is dying.” It was marked a personal medical issue, with a note that stated, “Beyond my skillset.”\u003c/p>\n\u003cp>Shelby, the safety vice president, said Tesla checks thoroughly for chemical exposures and “nowhere are we over any of the exposure limits.”\u003c/p>\n\u003cp>This year, regulators \u003ca href=\"https://www.documentcloud.org/documents/4390644-Inspection-1268303-Citations-Copy.html\">cited\u003c/a> the company for failing to “effectively assess the workplace” for chemical hazards, which Tesla is appealing.\u003c/p>\n\u003ch2>‘Thrown to the Wolves’\u003c/h2>\n\u003cp>If Tesla has been improving, it wasn’t fast enough for Alaa Alkhafagi, who joined Tesla in 2017 as an engineering technician servicing robots that spray paint on car bodies. Alkhafagi said he received no safety instruction specific to the paint department.\u003c/p>\n\u003cp>Last fall, Alkhafagi, 27, said he was told to go underneath the painting booth to clear excess paint from a clogged hose.\u003c/p>\n\u003cp>Unsure of how to get down there, workers would pry up a piece of the metal flooring and jump in, he said. When he did, Alkhafagi’s foot got stuck in paint, his hand slipped and he fell forward, \u003ca href=\"https://www.documentcloud.org/documents/4436269-Alkhafagi-Injury.html\">smashing\u003c/a> his head and arm. He ended up unable to make a fist or go back to his job, filing a workers’ compensation claim, he said.\u003c/p>\n\u003cp>The incident didn’t end up on Tesla’s official injury logs. The company said it wasn’t recorded because Alkhafagi initially received only first aid. But his inability to go back to his normal work duties would mean that the injury should have been counted.\u003c/p>\n\u003cp>“It’s more than the accident,” Alkhafagi said. “They haven’t trained anyone properly.”\u003c/p>\n\u003cp>Tesla said that after his injury, the company made sure only specially trained workers did that job.\u003c/p>\n\u003cp>Lack of adequate training was a problem throughout the factory, said Roger Croney, who oversaw workers in three different departments.\u003c/p>\n\u003cp>New employees with no factory experience were sent to Tesla’s die-casting operation – where aluminum is melted and molded into parts – without basic training specific to the job, said Croney, former associate manager in that department. Some didn’t know they’d be working with 1,200-degree molten metal.\u003c/p>\n\u003cp>It was far different from the General Motors plant in Ohio where Croney had worked for eight years, he said. So Croney took it upon himself to develop his own training program. A blast of liquid metal had burned his face and hands not long after he came to Tesla in 2012, and he took safety seriously. But other supervisors didn’t, Croney said.\u003c/p>\n\u003cfigure id=\"attachment_11662702\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11662702\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/AJ53579-1024x683-800x534.jpg\" alt=\"Roger Croney oversaw workers in three different departments at Tesla. He took it upon himself to develop his own training program for new employees, whom he said were sometimes sent to work with no factory experience or basic training specific to the job. \" width=\"800\" height=\"534\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/AJ53579-1024x683-800x534.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/AJ53579-1024x683-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/AJ53579-1024x683-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/AJ53579-1024x683-960x640.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/AJ53579-1024x683-240x160.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/AJ53579-1024x683-375x250.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/AJ53579-1024x683-520x347.jpg 520w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/AJ53579-1024x683.jpg 1024w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Roger Croney oversaw workers in three different departments at Tesla. He took it upon himself to develop his own training program for new employees, whom he said were sometimes sent to work with no factory experience or basic training specific to the job. \u003ccite>(AJ Mast/Reveal)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“A lot of workers come in and they get thrown to the wolves,” he said.\u003c/p>\n\u003cp>Croney quit in March 2017 with a \u003ca href=\"https://www.documentcloud.org/documents/4432391-Roger-Croney-Resignation-Letter.html\">letter\u003c/a> alleging a pattern of discriminatory treatment. Croney, who is black, said he was passed over repeatedly by white people with less experience and then demoted to a supervisor.\u003c/p>\n\u003cp>In a statement, Tesla said Croney didn’t mention racial discrimination in his letter or exit interview. Croney has a pending claim of racial discrimination at Tesla with the U.S. Equal Employment Opportunity Commission.\u003c/p>\n\u003cp>State safety regulators have cited Tesla eight times since 2013 for deficient training, including twice in the last year, according to a Reveal review of records.\u003c/p>\n\u003cp>Tesla defended its training regimen, saying all new production employees get a day of orientation, a day of classroom instruction and two days of hands-on training in which they’re shown how to hold and use tools while avoiding injury. Workers building the Model 3 get an additional two days of virtual training on computers.\u003c/p>\n\u003cp>“Four days is pretty intensive,” Toledano said, “and then there’s ongoing training, so training is central.”\u003c/p>\n\u003ch2>Repetitive Stress Injuries\u003c/h2>\n\u003cp>Acknowledging that repetitive stress injuries are the most common way workers get hurt there, Tesla officials emphasize ergonomic improvements to the new Model 3 assembly line.\u003c/p>\n\u003cp>“We actually redesigned it so it’s safer for our employees to make,” Shelby said. “It’s super cool to see when it’s on the line how much easier it is to make the Model 3.”\u003c/p>\n\u003cp>Tesla, however, wouldn’t let reporters see that assembly line.\u003c/p>\n\u003cfigure id=\"attachment_11662703\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11662703\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/TeslaFactory-800x528.jpg\" alt=\"Inside Tesla’s electric car factory in Fremont, the company is under immense pressure to ramp up production of the new Model 3 sedan, its first mass-market vehicle at $35,000.\" width=\"800\" height=\"528\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/TeslaFactory-800x528.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/TeslaFactory-160x106.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/TeslaFactory-1020x673.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/TeslaFactory-1200x791.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/TeslaFactory.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/TeslaFactory-1180x778.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/TeslaFactory-960x633.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/TeslaFactory-240x158.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/TeslaFactory-375x247.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/TeslaFactory-520x343.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Inside Tesla’s electric car factory in Fremont, the company is under immense pressure to ramp up production of the new Model 3 sedan, its first mass-market vehicle at $35,000. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>When building Tesla’s other cars, former workers said they had to sacrifice their bodies to save time. Some workers, for example, lifted heavy car seats over their shoulders because the mechanical assists designed to ease the load were too slow, said Joel Barraza, a former production associate.\u003c/p>\n\u003cp>“People would carry a seat because they’d be like, ‘Oh, I gotta get this done.’ I personally carried a seat,” Barraza said. “They’re supposed to move. Move it on, move it on, keep the line going.”\u003c/p>\n\u003cp>White, the former safety lead, also said workers sometimes lifted seats manually, but Tesla, in a statement, said it doesn’t happen.\u003c/p>\n\u003cp>Barraza said he was fired along with hundreds of other workers last fall. Tesla said employees were\u003ca href=\"https://www.mercurynews.com/2017/10/13/4819750/\"> terminated en masse\u003c/a> due to performance issues, though some workers have argued they were \u003ca href=\"https://www.cnbc.com/2017/10/17/tesla-firings-former-and-current-employees-allege-layoffs.html\">cost-cutting layoffs\u003c/a> or used to \u003ca href=\"http://www.autonews.com/article/20171026/OEM01/171029793/tesla-uaw-labor-dispute-california\">punish union supporters\u003c/a>.\u003c/p>\n\u003cfigure id=\"attachment_11662704\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11662704\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/032018_Tesla_MarkEberley_03-1024x682-800x533.jpg\" alt=\"Mark Eberley shows his scar from surgery after carpal tunnel syndrome left him unable to continue work at the Tesla factory in Fremont. He has been out of work for years. \" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/032018_Tesla_MarkEberley_03-1024x682-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/032018_Tesla_MarkEberley_03-1024x682-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/032018_Tesla_MarkEberley_03-1024x682-1020x679.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/032018_Tesla_MarkEberley_03-1024x682-960x639.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/032018_Tesla_MarkEberley_03-1024x682-240x160.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/032018_Tesla_MarkEberley_03-1024x682-375x250.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/032018_Tesla_MarkEberley_03-1024x682-520x346.jpg 520w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/032018_Tesla_MarkEberley_03-1024x682.jpg 1024w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Mark Eberley shows his scar from surgery after carpal tunnel syndrome left him unable to continue work at the Tesla factory in Fremont. He has been out of work for years. \u003ccite>(Emily Harger/Reveal)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Barraza said he and others hurt their backs through repetitive movements, but few complained because “supervisors would be like, ‘Oh, he’s just being a little bitch.’”\u003c/p>\n\u003cp>Workers’ accounts from 2017 didn’t sound much different from those who were injured years earlier. In 2014, Mark Eberley was diagnosed with Tesla-induced carpal tunnel syndrome. He wrecked his hand welding thousands of studs to car wheelhouses during nearly 12-hour days, he said. He needed surgery and was out of work and on workers’ compensation for years.\u003c/p>\n\u003cp>“No matter what we were doing, it was hustle, hustle, hustle,” he said. “If you didn’t get your numbers, they’d be complaining to you.”\u003c/p>\n\u003cp>The pressure could be crushing for white-collar workers as well.\u003c/p>\n\u003cp>At his office job at the Fremont factory, senior analyst Ali Khan prepared Tesla’s financial filings required by the U.S. Securities and Exchange Commission. In 2016, the office was understaffed, and he worked at least 12 hours every day, he said – no weekends, holidays or days off at all.\u003c/p>\n\u003cp>The pain from repetitive motion started in his wrists, radiated up his arms, then to his neck and back. He said he would have trouble holding a glass of water and couldn’t play with his 1-year-old daughter.\u003c/p>\n\u003cp>Khan said he asked for an ergonomic evaluation, but Tesla’s safety team told his manager they were too busy.\u003c/p>\n\u003cp>“My boss is telling me, ‘Oh, if you are going to take time off, it’s going to slow us down, it’s going to affect your reviews,'” he said.\u003c/p>\n\u003cp>Tesla eventually sent him to one of its preferred health clinics. A doctor there diagnosed him with work-related muscle strains and tendinitis, repeatedly prescribing painkillers and work restrictions, \u003ca href=\"https://www.documentcloud.org/documents/4433386-Khan-Medical-Records.html\">medical records show\u003c/a>.\u003c/p>\n\u003cp>That meant Khan had to be listed on Tesla’s injury logs. He wasn’t.\u003c/p>\n\u003cp>Khan said he still wasn’t allowed the doctor-ordered breaks. Forfeiting lucrative stock options, he submitted his resignation in August 2016. But his body hasn’t recovered.\u003c/p>\n\u003cp>“These things were preventable – that’s what makes me upset,” he said. “All of this could have been addressed, and it just wasn’t.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\u003cspan class=\"ctx-article-root\">\u003c!-- -->\u003c/span> \u003cimg loading=\"lazy\" decoding=\"async\" id=\"pixel-ping-tracker\" src=\"https://pixel.revealnews.org/pixel.gif?key=pixel.3rdrevnews.tesla-says-its-factory-is-safer-but-it-left-injuries-off-the-books.htkl4vtololw22goiwba\" width=\"0\" height=\"0\">\u003c/p>\n\n",
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"excerpt": "Undercounting injuries is a symptom of a bigger problem: Tesla has put electric car manufacturing above safety concerns, former safety experts say.",
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"title": "Tesla Says Its Factory Is Safer, but It Left Injuries Off the Books | KQED",
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"nprByline": "\u003ca href=\"https://www.revealnews.org/author/willevans\" rel=\"author\">Will Evans\u003c/a> and \u003ca href=\"https://www.revealnews.org/author/alyssa-jeong-perry\" rel=\"author\">Alyssa Jeong Perry\u003c/a>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>This story was originally published by Reveal from The Center for Investigative Reporting, a nonprofit news organization based in the San Francisco Bay Area. Learn more at \u003ca href=\"https://www.revealnews.org/\">revealnews.org\u003c/a> and subscribe to the Reveal podcast, produced with PRX, at \u003ca href=\"https://www.revealnews.org/podcast\">revealnews.org/podcast\u003c/a>.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cspan class=\"utils-parseShortcode-shortcodes-__dropcapShortcode__dropcap\">I\u003c/span>\u003c/p>\u003cp>nside Tesla’s electric car factory, giant red robots – some named for X-Men characters – heave car parts in the air, while workers wearing black toil on aluminum car bodies. Forklifts and tuggers zip by on gray-painted floors, differentiated from pedestrian walkways by another shade of gray.\u003c/p>\n\u003cp>There’s one color, though, that some of Tesla’s former safety experts wanted to see more of: yellow – the traditional hue of caution used to mark hazards.\u003c/p>\n\u003cp>Concerned about bone-crunching collisions and the lack of clearly marked pedestrian lanes at the Fremont, California, plant, the general assembly line’s then-lead safety professional went to her boss, who she said told her, “Elon does not like the color yellow.”\u003c/p>\n\u003cp>The melding of cutting-edge technology and world-saving vision is Tesla Inc.’s big draw. Many, including Justine White, the safety lead, went to work there inspired by Elon Musk, a CEO with star power and now a\u003ca href=\"https://www.theguardian.com/science/shortcuts/2018/feb/07/forget-the-car-in-space-why-elon-musks-reusable-rockets-are-more-than-a-publicity-stunt\"> groundbreaking rocket\u003c/a> in space.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>What she and some of her colleagues found, they said, was a chaotic factory floor where style and speed trumped safety. Musk’s name often was invoked to justify shortcuts and shoot down concerns, they said.\u003c/p>\n\u003cp>Under fire for mounting injuries, Tesla recently\u003ca href=\"https://www.tesla.com/blog/becoming-safest-car-factory-world\"> touted a sharp drop\u003c/a> in its injury rate for 2017, which it says came down to meet the auto industry average of about 6.2 injuries per 100 workers.\u003c/p>\n\u003cp>But things are not always as they seem at Tesla. An \u003ca href=\"https://www.revealnews.org/article/tesla-says-its-factory-is-safer-but-it-left-injuries-off-the-books\">investigation\u003c/a> by \u003ca href=\"http://revealnews.org/\">Reveal\u003c/a> from The Center for Investigative Reporting found that Tesla has failed to report some of its serious injuries on legally mandated reports, making the company’s injury numbers look better than they actually are.\u003c/p>\n\u003cp>\u003cimg loading=\"lazy\" decoding=\"async\" class=\"aligncenter size-medium wp-image-11662656\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/tesla-employee-injury-rate-final-2-800x613.png\" alt=\"\" width=\"800\" height=\"613\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/tesla-employee-injury-rate-final-2-800x613.png 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/tesla-employee-injury-rate-final-2-160x123.png 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/tesla-employee-injury-rate-final-2-1020x782.png 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/tesla-employee-injury-rate-final-2-1180x904.png 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/tesla-employee-injury-rate-final-2-960x736.png 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/tesla-employee-injury-rate-final-2-240x184.png 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/tesla-employee-injury-rate-final-2-375x287.png 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/tesla-employee-injury-rate-final-2-520x399.png 520w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/tesla-employee-injury-rate-final-2.png 1190w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/p>\n\u003cp>Last April, Tarik Logan suffered debilitating headaches from the fumes of a toxic glue he had to use at the plant. He texted his mom: “I’m n hella pain foreal something ain’t right.”\u003c/p>\n\u003cp>The searing pain became so unbearable he couldn’t work, and it plagued him for weeks.\u003c/p>\n\u003cp>But Logan’s inhalation injury, as it was diagnosed, never made it onto the official injury logs that state and federal law requires companies to keep. Neither did reports from other factory workers of sprains, strains and repetitive stress injuries from piecing together Tesla’s sleek cars.\u003c/p>\n\u003cp>Instead, company officials labeled the injuries personal medical issues or minor incidents requiring only first aid, according to internal company records obtained by Reveal.\u003c/p>\n\u003cp>Undercounting injuries is one symptom of a more fundamental problem at Tesla: The company has put its manufacturing of electric cars above safety concerns, according to five former members of its environment, health and safety team who left the company last year. That, they said, has put workers unnecessarily in harm’s way.\u003c/p>\n\u003cp>At one point, White said she warned superiors about a potential explosion hazard but was told they would defer to production managers because fixing the problem would require stopping the production line.\u003c/p>\n\u003cp>From September 2016 to January 2017, White oversaw safety for thousands of workers on Tesla’s general assembly line, in charge of responding to injuries, reviewing injury records, teaching safety classes and assessing the factory for hazards.\u003c/p>\n\u003cp>“Everything took a back seat to production,” White said. “It’s just a matter of time before somebody gets killed.”\u003c/p>\n\u003cp>Tesla, worth about $50 billion, employs more than 10,000 workers at its Fremont factory. Alongside the company’s remarkable rise, workers have been sliced by machinery, crushed by forklifts, burned in electrical explosions and sprayed with molten metal. Tesla recorded \u003ca href=\"https://www.documentcloud.org/documents/4419499-Tesla-300A-2017.html\">722 injuries\u003c/a> last year, about two a day. The rate of serious injuries, requiring time off or a work restriction, was 30 percent worse than the previous year’s industry average.\u003c/p>\n\u003cp>Frantic growth, constant changes and lax rules, combined with a CEO whom senior managers were afraid to cross, created an atmosphere in which few dared to stand up for worker safety, the former environment, health and safety team members told Reveal.\u003c/p>\n\u003cp>And in addition to yellow, Musk was said to dislike too many signs in the factory and the warning beeps forklifts make when backing up, former team members said. His preferences, they said, were well known and led to cutting back on those standard safety signals.\u003c/p>\n\u003cp>“If someone said, ‘Elon doesn’t like something,’ you were concerned because you could lose your job,” said Susan Rigmaiden, former environmental compliance manager.\u003c/p>\n\u003cp>A few months into her job, White became so alarmed that she \u003ca href=\"https://www.documentcloud.org/documents/4419515-Justine-Email-to-HR.html\">wrote\u003c/a> to a human resources manager that “the risk of injury is too high. People are getting hurt every day and near-hit incidents where people are getting almost crushed or hit by cars is unacceptable.”\u003c/p>\n\u003cp>The next day, she \u003ca href=\"https://www.documentcloud.org/documents/4416595-Justine-White-Email-to-Sam-Teller.html\">emailed\u003c/a> Sam Teller, Musk’s chief of staff, that safety team leaders were failing to address the hazards.\u003c/p>\n\u003cp>“I know what can keep a person up at night regarding safety,” she wrote. “I must tell you that I can’t sleep here at Tesla.”\u003c/p>\n\u003cp>She said she never heard back from Musk’s office. She transferred departments and quit a couple of months later, disillusioned.\u003c/p>\n\u003cp>In her March 2017 \u003ca href=\"https://www.documentcloud.org/documents/4437759-Resignation-Letter-Excerpt.html\">resignation letter,\u003c/a> White recounted the time she told her boss, Seth Woody, “that the plant layout was extremely dangerous to pedestrians.” Woody, head of the safety team, told her “that Elon didn’t want signs, anything yellow (like caution tape) or to wear safety shoes in the plant” and acknowledged it “was a mess,” she wrote.\u003c/p>\n\u003cp>She sent the letter directly to Musk and the head of human resources at the time – to no response, she said. Woody did not respond to inquiries.\u003c/p>\n\u003cfigure id=\"attachment_11662661\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11662661\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/031118_TESLA_DennisCruz_02-1024x683-800x534.jpg\" alt=\"Tesla quality inspector Dennis Cruz has had a series of injuries that took him off the production line. At one point, living on workers’ compensation payments because of work-induced tendinitis, he ended up living in his car, unable to afford rent.\" width=\"800\" height=\"534\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/031118_TESLA_DennisCruz_02-1024x683-800x534.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/031118_TESLA_DennisCruz_02-1024x683-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/031118_TESLA_DennisCruz_02-1024x683-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/031118_TESLA_DennisCruz_02-1024x683-960x640.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/031118_TESLA_DennisCruz_02-1024x683-240x160.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/031118_TESLA_DennisCruz_02-1024x683-375x250.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/031118_TESLA_DennisCruz_02-1024x683-520x347.jpg 520w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/031118_TESLA_DennisCruz_02-1024x683.jpg 1024w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Tesla quality inspector Dennis Cruz has had a series of injuries that took him off the production line. At one point, living on workers’ compensation payments because of work-induced tendinitis, he ended up living in his car, unable to afford rent. \u003ccite>(Emily Harger/Reveal)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Tesla officials dismissed all of White’s concerns as unsubstantiated. They insisted that the company records injuries accurately and cares deeply about the safety of its workers. As proof, company officials said a recent anonymous internal survey found 82 percent of employees agreed that “Tesla is committed to my health, safety and well-being.”\u003c/p>\n\u003cp>Before publication of this story, a Tesla spokesman sent a \u003ca href=\"https://www.documentcloud.org/documents/4432415-Tesla-Statement.html\">statement\u003c/a> accusing Reveal of being a tool in an ongoing unionization drive and portraying “a completely false picture of Tesla and what it is actually like to work here.”\u003c/p>\n\u003cp>“In our view, what they portray as investigative journalism is in fact an ideologically motivated attack by an extremist organization working directly with union supporters to create a calculated disinformation campaign against Tesla,” the statement said.\u003c/p>\n\u003cp>Tesla’s spokesman also sent photos of rails and posts in the factory that were painted yellow.\u003c/p>\n\u003cp>Reveal interviewed more than three dozen current and former employees and managers and reviewed hundreds of pages of documents. Some of the workers who spoke to Reveal have supported the unionization effort, while many others – including safety professionals – had no involvement.\u003c/p>\n\u003ch2>A Chaotic Factory Floor\u003c/h2>\n\u003cp>On one hand, Tesla boasts state-of-the-art machinery that makes it “like working for Iron Man,” as one former employee described it. On the other, the company relied on hoists that weren’t engineered or inspected before they were used to lift heavy car parts, according to a former safety team member, resulting in repeated accidents.\u003c/p>\n\u003cfigure id=\"attachment_11662666\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11662666\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/MuskLaunchEvent-800x529.jpg\" alt=\"At Tesla’s electric car factory in Fremont, CEO Elon Musk’s name often was invoked to justify shortcuts and shoot down safety concerns, former safety experts for the company say. \" width=\"800\" height=\"529\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/MuskLaunchEvent-800x529.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/MuskLaunchEvent-160x106.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/MuskLaunchEvent-1020x675.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/MuskLaunchEvent-1200x794.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/MuskLaunchEvent.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/MuskLaunchEvent-1180x781.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/MuskLaunchEvent-960x635.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/MuskLaunchEvent-240x159.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/MuskLaunchEvent-375x248.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/MuskLaunchEvent-520x344.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">At Tesla’s electric car factory in Fremont, CEO Elon Musk’s name often was invoked to justify shortcuts and shoot down safety concerns, former safety experts for the company say. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The company is under immense pressure to ramp up manufacturing of the new Model 3 sedan, its first mass-market vehicle at $35,000. Musk initially said Tesla would be producing\u003ca href=\"https://mashable.com/2017/10/03/tesla-model-3-production-woes-analysis/#KH37hHQFemqw\"> 20,000 of them per month\u003c/a> by the end of 2017, but the company \u003ca href=\"https://www.washingtonpost.com/news/innovations/wp/2018/04/03/tesla-misses-model-3-production-goal-once-again/?utm_term=.6679155b2d34\">just missed\u003c/a> its scaled-back promise to produce half that number.\u003c/p>\n\u003cp>Tesla is often in a state of frenzied production. Former employees said they faced 12-hour workdays, faulty equipment and paltry training as they scrambled to come up with workarounds on the fly to get cars out the door.\u003c/p>\n\u003cp>The hustle meant that health and safety protocols could literally get left in the dust. Last year, construction workers cut through concrete to build the new Model 3 assembly line, spreading silica dust – which can cause cancer – without containing and testing it first, Rigmaiden and two other former members of the health and safety team said.\u003c/p>\n\u003cp>Despite the high stakes for life and limb, the safety professionals maintain safety training has been woefully inadequate. The company said all workers receive at least four days of training. But new employees often were pulled out of training early to fill spots on the factory floor, White and another former safety team member said.\u003c/p>\n\u003cp>Team members were reluctant to speak to reporters, but said they agreed to in order to help improve conditions for current and future Tesla workers. Some asked to remain anonymous for fear of reprisals or hurting their careers.\u003c/p>\n\u003cp>In an interview, Tesla Chief People Officer Gaby Toledano, who joined the company in May, repeatedly questioned the motives of the former health and safety professionals and suggested they might have been “failing at their own job.”\u003c/p>\n\u003cp>Toledano touted the hiring in October of Laurie Shelby as Tesla’s first vice president for environment, health and safety as an improvement in itself.\u003c/p>\n\u003cp>“Anybody who walks through our doors into this factory is our responsibility, and we care about them,” said Shelby, formerly safety vice president at aluminum manufacturer Alcoa. “I have a passion for safety and it’s about caring.”\u003c/p>\n\u003cp>Tesla disputed each of Reveal’s findings. The company said that it had no information that workers were exposed to silica dust and that it does regular air monitoring. It said that while some hoists did fail and injure workers, it was not due to a lack of engineering or inspections, and they have been improved.\u003c/p>\n\u003cfigure id=\"attachment_11662669\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11662669\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/B82I9143-1024x683-800x534.jpg\" alt=\"Tesla officials Laurie Shelby (L) and Gaby Toledano read the concerns of then-safety lead Justine White, who emailed CEO Elon Musk’s chief of staff in 2016. “I know what can keep a person up at night regarding safety,” she wrote. “I must tell you that I can’t sleep here at Tesla.” Tesla says her concerns were unsubstantiated. \" width=\"800\" height=\"534\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/B82I9143-1024x683-800x534.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/B82I9143-1024x683-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/B82I9143-1024x683-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/B82I9143-1024x683-960x640.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/B82I9143-1024x683-240x160.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/B82I9143-1024x683-375x250.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/B82I9143-1024x683-520x347.jpg 520w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/B82I9143-1024x683.jpg 1024w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Tesla officials Laurie Shelby (L) and Gaby Toledano read the concerns of then-safety lead Justine White, who emailed CEO Elon Musk’s chief of staff in 2016. “I know what can keep a person up at night regarding safety,” she wrote. “I must tell you that I can’t sleep here at Tesla.” Tesla says her concerns were unsubstantiated. \u003ccite>(Paul Kuroda/Reveal)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Toledano and Shelby said they had never heard of Musk’s purported aesthetic preferences and pointed out that the factory does have some yellow. Both distanced themselves from what might have happened before their tenure.\u003c/p>\n\u003cp>Not all injured workers have given up on Tesla, either. Dennis Cruz has had his share of injuries, yet he still wants to get back to the production line.\u003c/p>\n\u003cp>At one point, out on workers’ compensation because of work-induced tendinitis, Cruz ended up living in his car, unable to afford rent. Then, in late 2016, a \u003ca href=\"https://www.documentcloud.org/documents/4436216-SDS-BM4601.html\">toxic\u003c/a> adhesive many workers complain about got in his eye, damaging his cornea. And in September, as a quality inspector, Cruz says he put out a fire that broke out on a car body, inhaling fumes from burning chemicals.\u003c/p>\n\u003cp>Cruz, 42, is on light duty as he struggles with shortness of breath, coughing spells and headaches. But he wants to provide for his family, apply his skills and get promoted.\u003c/p>\n\u003cp>“I can’t do that on workers’ comp. I can’t do that away from the factory,” he said. “That’s why I push to go back. I push to go back into the fire.”\u003c/p>\n\u003ch2>Discrepancies in Injury Counts\u003c/h2>\n\u003cp>In Tesla’s internal injury tracking system, a supervisor wrote that a worker couldn’t come to work one day in February 2017 because “his left arm was in pain from installing Wiper motors during his shift.” One worker “fainted and hit head on floor” because “team member was working in a group setting and became uncomfortably hot.” Another employee, a supervisor noted, was “highly relied upon at this workstation” but injured her shoulder from repetitive motion due to an “Unfriendly Ergonomic Process.”\u003c/p>\n\u003cp>Tesla is required by law to report every work-related injury that results in days away from work, job restrictions or medical treatment beyond first aid. But those injuries were labeled “personal medical” cases, meaning work had nothing to do with them. So they weren’t counted when Tesla tallied its injuries on legally mandated reports.\u003c/p>\n\u003cfigure id=\"attachment_11662683\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11662683\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/Y5I6227-1024x683-800x534.jpg\" alt=\"New Tesla employees learn how to use tools safely in a training session at the Fremont factory. State safety regulators have cited Tesla eight times since 2013 for deficient training, including twice in the last year. \" width=\"800\" height=\"534\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/Y5I6227-1024x683-800x534.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/Y5I6227-1024x683-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/Y5I6227-1024x683-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/Y5I6227-1024x683-960x640.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/Y5I6227-1024x683-240x160.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/Y5I6227-1024x683-375x250.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/Y5I6227-1024x683-520x347.jpg 520w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/Y5I6227-1024x683.jpg 1024w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">New Tesla employees learn how to use tools safely in a training session at the Fremont factory. State safety regulators have cited Tesla eight times since 2013 for deficient training, including twice in the last year. \u003ccite>(Paul Kuroda/Reveal)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The list of the uncounted goes on. One worker had back spasms when reaching for boxes, one sprained her back carrying something to a work table and one got a pinch in his back from bending over to apply sealer and couldn’t walk off the pain.\u003c/p>\n\u003cp>By law, if something at work contributed to an injury – even if work wasn’t the only cause – the injury \u003ca href=\"https://www.dir.ca.gov/t8/14300_5.html\">must be counted\u003c/a>.\u003c/p>\n\u003cp>A former Tesla safety professional, however, said the company systematically undercounted injuries by mislabeling them.\u003c/p>\n\u003cp>“I saw injuries on there like broken bones and lacerations that they were saying were not recordable” as injuries, said the safety professional, who asked to remain anonymous. “I saw a lot of stuff that was like, ‘Wow, this is crazy.’ ”\u003c/p>\n\u003cp>Reveal compared records from Tesla’s internal tracking system, obtained from a source, with the official logs, which were requested by an employee and provided to Reveal.\u003c/p>\n\u003cp>For a dozen examples provided to the company by Reveal, Tesla stood by its decision to not count them. It said workers may have thought they were injured because of their jobs, and supervisors may have assumed the same. But later, Tesla said, a medical professional – sometimes contracted or affiliated with the company – determined there was no connection to work.\u003c/p>\n\u003cp>“I feel very strongly,” Shelby said. “We are doing proper recordkeeping here at Tesla.”\u003c/p>\n\u003cp>Reveal also provided Tesla’s internal descriptions of the injuries, along with the company’s case-by-case response, to Doug Parker, executive director of Worksafe, an Oakland-based organization that \u003ca href=\"http://worksafe.typepad.com/files/worksafe_tesla5_24.pdf\">previously analyzed\u003c/a> Tesla’s official injury logs.\u003c/p>\n\u003cp>“The examples you’ve given me are concerning, troubling,” he said. “They suggest that Tesla isn’t reporting all the workplace injuries that they should be reporting.”\u003c/p>\n\u003cp>Listen to the podcast:\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" width=\"100%\" height=\"300\" scrolling=\"no\" frameborder=\"no\" allow=\"autoplay\" src=\"https://w.soundcloud.com/player/?url=https%3A//api.soundcloud.com/tracks/429374469&color=%23ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false&show_teaser=true&visual=true\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>California’s Division of Occupational Safety and Health has cited Tesla for more than 40 violations since 2013. Tesla’s rate of serious injuries that required time off or job restrictions was\u003ca href=\"http://worksafe.org/file_download/inline/83a169a1-2af7-4c2e-81a5-21b6965ff996\"> 83 percent higher\u003c/a> than the industry in 2016. Since then, however, Tesla says it has turned things around on its way to “\u003ca href=\"https://www.tesla.com/blog/becoming-safest-car-factory-world\">becoming the safest car factory in the world\u003c/a>.”\u003c/p>\n\u003cp>Last year, Musk claimed in a \u003ca href=\"https://techcrunch.com/2017/02/24/elon-musk-addresses-working-condition-claims-in-tesla-staff-wide-email/\">staffwide email\u003c/a> and at a \u003ca href=\"https://www.mercurynews.com/2017/06/06/elon-musk-says-tesla-is-on-its-way-to-lowering-employees-injury-rate/\">shareholder meeting\u003c/a> that the company’s injury rate was much better than the industry average. A company \u003ca href=\"https://www.tesla.com/blog/creating-the-safest-car-factory-in-the-world\">blog post\u003c/a> said that to be average would be “to go backwards.”\u003c/p>\n\u003cp>Then Tesla apparently did hit reverse.\u003c/p>\n\u003cp>“Our 2017 data showed that we are at industry average, so we’re happy about that,” Shelby said, explaining the earlier claims as a “snapshot in time.”\u003c/p>\n\u003cp>Musk also \u003ca href=\"https://electrek.co/2017/06/02/elon-musk-tesla-injury-factory/\">emailed\u003c/a> his staff last year saying he was meeting weekly with the safety team and “would like to meet every injured person as soon as they are well, so that I can understand from them exactly what we need to do to make it better.”\u003c/p>\n\u003cp>Toledano said Musk did meet with some injured workers, but no longer meets weekly with the safety team because it isn’t necessary.\u003c/p>\n\u003cp>“Now I can’t claim he’s met with every injured worker,” she said. “I think that’s absurd.”\u003c/p>\n\u003cp>Several former members of the environment, health and safety team said they had other reasons to doubt Tesla’s official numbers.\u003c/p>\n\u003cp>The company, for example, didn’t always count injuries among the plant’s temporary workers, they said. Tesla fills some of its factory positions with temp workers who later may be offered permanent jobs. Companies must count those injuries if they supervise the temps, as Tesla does.\u003c/p>\n\u003cp>“That’s the law,” agreed Tesla’s Shelby. “Based on my review of our data, we’ve always done that.”\u003c/p>\n\u003cfigure id=\"attachment_11662689\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11662689\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/B82I9150-1024x683-800x534.jpg\" alt=\"Laurie Shelby, Tesla’s vice president for environment, health and safety, points to the principles of her department listed on a placard at the car plant in Fremont.\" width=\"800\" height=\"534\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/B82I9150-1024x683-800x534.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/B82I9150-1024x683-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/B82I9150-1024x683-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/B82I9150-1024x683-960x640.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/B82I9150-1024x683-240x160.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/B82I9150-1024x683-375x250.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/B82I9150-1024x683-520x347.jpg 520w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/B82I9150-1024x683.jpg 1024w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Laurie Shelby, Tesla’s vice president for environment, health and safety, points to the principles of her department listed on a placard at the car plant in Fremont. \u003ccite>(Paul Kuroda/Reveal)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>At one point, though, White said she asked her supervisor why the injury rate seemed off, and he told her they weren’t counting temp worker injuries.\u003c/p>\n\u003cp>“They knew they were reporting incorrect numbers,” White said. “Those workers were being injured on the floor and that wasn’t being captured, and they knew that.”\u003c/p>\n\u003cp>Tesla began to fix that problem in 2017, former employees said, but it’s unclear how consistently.\u003c/p>\n\u003cp>\u003cimg loading=\"lazy\" decoding=\"async\" class=\"aligncenter size-medium wp-image-11662690\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/tesla-factory-injury-rate-final-800x537.png\" alt=\"\" width=\"800\" height=\"537\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/tesla-factory-injury-rate-final-800x537.png 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/tesla-factory-injury-rate-final-160x107.png 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/tesla-factory-injury-rate-final-1020x684.png 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/tesla-factory-injury-rate-final-1200x805.png 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/tesla-factory-injury-rate-final-1180x792.png 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/tesla-factory-injury-rate-final-960x644.png 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/tesla-factory-injury-rate-final-240x161.png 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/tesla-factory-injury-rate-final-375x252.png 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/tesla-factory-injury-rate-final-520x349.png 520w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/tesla-factory-injury-rate-final.png 1592w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/p>\n\u003cp>After workers requested the company’s injury logs last year, Tesla\u003ca href=\"https://www.documentcloud.org/documents/4419502-Tesla-300A-2016-Amended.html\"> amended\u003c/a> its\u003ca href=\"https://www.documentcloud.org/documents/4419503-Tesla-300A-2016-initial.html\"> original\u003c/a> 2016 report to add 135 injuries that hadn’t been counted previously. The company said it changed the numbers after it discovered injuries that hadn’t been shared with Tesla by its temp agencies.\u003c/p>\n\u003ch2>Toxic Workplace Chemicals\u003c/h2>\n\u003cp>In April 2017, Tarik Logan – a temporary worker – was assigned to patch parts in Tesla’s battery packs with Henkel Loctite AA H3500. The powerful adhesive includes \u003ca href=\"https://www.epa.gov/sites/production/files/2016-09/documents/methyl-methacrylate.pdf\">toxic chemicals\u003c/a> that can cause \u003ca href=\"https://www.documentcloud.org/documents/4433392-LoctiteH3500-SDS-1808799.html\">allergic reactions and even genetic defects\u003c/a>. Logan and a former co-worker said they went through more than 100 tubes of the glue a day without adequate ventilation or protection from the fumes.\u003c/p>\n\u003cp>First it brought dizziness, then headaches – the worst pain he’s ever felt, Logan said.\u003c/p>\n\u003cp>“He’s a strong person,” said Toni Porter, his mother. “For him to cry out, it was terrifying.”\u003c/p>\n\u003cp>Tesla referred Logan, then 23, to a medical clinic that diagnosed an “acute reaction to car adhesive glue causing headaches, dizziness, and some respiratory discomfort.” The doctor gave him prescription-strength painkillers and told him to avoid the glue.\u003c/p>\n\u003cp>“My head still hurt tho,” he texted Porter. “This Shit hurrrrrts!!!!!!!”\u003c/p>\n\u003cp>These texts are among those sent by Tarik Logan to his mother, Toni Porter, while Logan worked at the Tesla factory in Fremont, California in April 2017:\u003c/p>\n\u003cp>\u003cimg loading=\"lazy\" decoding=\"async\" class=\"aligncenter size-medium wp-image-11662690\" src=\"https://www.revealnews.org/wp-content/uploads/2018/04/texts34.gif\" alt=\"\" width=\"800\" height=\"537\">\u003c/p>\n\u003cp>He missed work and ended up at the hospital multiple times, Logan and Porter said. Then Tesla declined to take him on as a permanent employee, citing attendance issues.\u003c/p>\n\u003cp>Tesla, in response to Reveal’s inquiries, said it doesn’t agree with the doctor’s determination that Logan’s pain was work-related. In any case, Tesla said, it doesn’t count as an injury because it didn’t require any medical treatment.\u003c/p>\n\u003cp>By law, however, just the prescription of pain medication – documented in medical records obtained by Reveal – \u003ca href=\"https://www.osha.gov/laws-regs/standardinterpretations/2007-02-06-1\">requires\u003c/a> that his injury be counted.\u003c/p>\n\u003cp>Logan handled only a very small amount of the chemical and exposure levels were within standards, Tesla stated. The company also said Logan didn’t complain about headaches until he told a doctor a month later.\u003c/p>\n\u003cp>That statement is contradicted by medical records and internal company records, which show that Logan’s supervisor put it in Tesla’s injury tracking system and Logan was diagnosed by a doctor a week after his headaches started.\u003c/p>\n\u003cp>The former safety team member who asked to remain anonymous said Tesla told workers that their reactions to workplace chemicals were personal medical problems instead of treating them.\u003c/p>\n\u003cp>“We have employees at work that don’t know what they’re being exposed to, and nobody’s taking care of them,” the safety professional said. “It’s heartbreaking.”\u003c/p>\n\u003cfigure id=\"attachment_11662701\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11662701\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/032018_Tesla_MarkEberley_05-1024x679-800x530.jpg\" alt=\"Mark Eberley, 48, was diagnosed with carpal tunnel syndrome in 2014. He injured his hand welding thousands of studs to car wheelhouses during nearly 12-hour days at Tesla.\" width=\"800\" height=\"530\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/032018_Tesla_MarkEberley_05-1024x679-800x530.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/032018_Tesla_MarkEberley_05-1024x679-160x106.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/032018_Tesla_MarkEberley_05-1024x679-1020x676.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/032018_Tesla_MarkEberley_05-1024x679-960x637.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/032018_Tesla_MarkEberley_05-1024x679-240x159.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/032018_Tesla_MarkEberley_05-1024x679-375x249.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/032018_Tesla_MarkEberley_05-1024x679-520x345.jpg 520w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/032018_Tesla_MarkEberley_05-1024x679.jpg 1024w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Mark Eberley, 48, was diagnosed with carpal tunnel syndrome in 2014. He injured his hand welding thousands of studs to car wheelhouses during nearly 12-hour days at Tesla. \u003ccite>(Emily Harger/Reveal)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>One worker is described in internal records as having gone to Tesla’s nurse “expressing concerns with the fumes in the area. Saying he feels like he is dying.” It was marked a personal medical issue, with a note that stated, “Beyond my skillset.”\u003c/p>\n\u003cp>Shelby, the safety vice president, said Tesla checks thoroughly for chemical exposures and “nowhere are we over any of the exposure limits.”\u003c/p>\n\u003cp>This year, regulators \u003ca href=\"https://www.documentcloud.org/documents/4390644-Inspection-1268303-Citations-Copy.html\">cited\u003c/a> the company for failing to “effectively assess the workplace” for chemical hazards, which Tesla is appealing.\u003c/p>\n\u003ch2>‘Thrown to the Wolves’\u003c/h2>\n\u003cp>If Tesla has been improving, it wasn’t fast enough for Alaa Alkhafagi, who joined Tesla in 2017 as an engineering technician servicing robots that spray paint on car bodies. Alkhafagi said he received no safety instruction specific to the paint department.\u003c/p>\n\u003cp>Last fall, Alkhafagi, 27, said he was told to go underneath the painting booth to clear excess paint from a clogged hose.\u003c/p>\n\u003cp>Unsure of how to get down there, workers would pry up a piece of the metal flooring and jump in, he said. When he did, Alkhafagi’s foot got stuck in paint, his hand slipped and he fell forward, \u003ca href=\"https://www.documentcloud.org/documents/4436269-Alkhafagi-Injury.html\">smashing\u003c/a> his head and arm. He ended up unable to make a fist or go back to his job, filing a workers’ compensation claim, he said.\u003c/p>\n\u003cp>The incident didn’t end up on Tesla’s official injury logs. The company said it wasn’t recorded because Alkhafagi initially received only first aid. But his inability to go back to his normal work duties would mean that the injury should have been counted.\u003c/p>\n\u003cp>“It’s more than the accident,” Alkhafagi said. “They haven’t trained anyone properly.”\u003c/p>\n\u003cp>Tesla said that after his injury, the company made sure only specially trained workers did that job.\u003c/p>\n\u003cp>Lack of adequate training was a problem throughout the factory, said Roger Croney, who oversaw workers in three different departments.\u003c/p>\n\u003cp>New employees with no factory experience were sent to Tesla’s die-casting operation – where aluminum is melted and molded into parts – without basic training specific to the job, said Croney, former associate manager in that department. Some didn’t know they’d be working with 1,200-degree molten metal.\u003c/p>\n\u003cp>It was far different from the General Motors plant in Ohio where Croney had worked for eight years, he said. So Croney took it upon himself to develop his own training program. A blast of liquid metal had burned his face and hands not long after he came to Tesla in 2012, and he took safety seriously. But other supervisors didn’t, Croney said.\u003c/p>\n\u003cfigure id=\"attachment_11662702\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11662702\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/AJ53579-1024x683-800x534.jpg\" alt=\"Roger Croney oversaw workers in three different departments at Tesla. He took it upon himself to develop his own training program for new employees, whom he said were sometimes sent to work with no factory experience or basic training specific to the job. \" width=\"800\" height=\"534\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/AJ53579-1024x683-800x534.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/AJ53579-1024x683-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/AJ53579-1024x683-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/AJ53579-1024x683-960x640.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/AJ53579-1024x683-240x160.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/AJ53579-1024x683-375x250.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/AJ53579-1024x683-520x347.jpg 520w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/AJ53579-1024x683.jpg 1024w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Roger Croney oversaw workers in three different departments at Tesla. He took it upon himself to develop his own training program for new employees, whom he said were sometimes sent to work with no factory experience or basic training specific to the job. \u003ccite>(AJ Mast/Reveal)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“A lot of workers come in and they get thrown to the wolves,” he said.\u003c/p>\n\u003cp>Croney quit in March 2017 with a \u003ca href=\"https://www.documentcloud.org/documents/4432391-Roger-Croney-Resignation-Letter.html\">letter\u003c/a> alleging a pattern of discriminatory treatment. Croney, who is black, said he was passed over repeatedly by white people with less experience and then demoted to a supervisor.\u003c/p>\n\u003cp>In a statement, Tesla said Croney didn’t mention racial discrimination in his letter or exit interview. Croney has a pending claim of racial discrimination at Tesla with the U.S. Equal Employment Opportunity Commission.\u003c/p>\n\u003cp>State safety regulators have cited Tesla eight times since 2013 for deficient training, including twice in the last year, according to a Reveal review of records.\u003c/p>\n\u003cp>Tesla defended its training regimen, saying all new production employees get a day of orientation, a day of classroom instruction and two days of hands-on training in which they’re shown how to hold and use tools while avoiding injury. Workers building the Model 3 get an additional two days of virtual training on computers.\u003c/p>\n\u003cp>“Four days is pretty intensive,” Toledano said, “and then there’s ongoing training, so training is central.”\u003c/p>\n\u003ch2>Repetitive Stress Injuries\u003c/h2>\n\u003cp>Acknowledging that repetitive stress injuries are the most common way workers get hurt there, Tesla officials emphasize ergonomic improvements to the new Model 3 assembly line.\u003c/p>\n\u003cp>“We actually redesigned it so it’s safer for our employees to make,” Shelby said. “It’s super cool to see when it’s on the line how much easier it is to make the Model 3.”\u003c/p>\n\u003cp>Tesla, however, wouldn’t let reporters see that assembly line.\u003c/p>\n\u003cfigure id=\"attachment_11662703\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11662703\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/TeslaFactory-800x528.jpg\" alt=\"Inside Tesla’s electric car factory in Fremont, the company is under immense pressure to ramp up production of the new Model 3 sedan, its first mass-market vehicle at $35,000.\" width=\"800\" height=\"528\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/TeslaFactory-800x528.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/TeslaFactory-160x106.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/TeslaFactory-1020x673.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/TeslaFactory-1200x791.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/TeslaFactory.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/TeslaFactory-1180x778.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/TeslaFactory-960x633.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/TeslaFactory-240x158.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/TeslaFactory-375x247.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/TeslaFactory-520x343.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Inside Tesla’s electric car factory in Fremont, the company is under immense pressure to ramp up production of the new Model 3 sedan, its first mass-market vehicle at $35,000. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>When building Tesla’s other cars, former workers said they had to sacrifice their bodies to save time. Some workers, for example, lifted heavy car seats over their shoulders because the mechanical assists designed to ease the load were too slow, said Joel Barraza, a former production associate.\u003c/p>\n\u003cp>“People would carry a seat because they’d be like, ‘Oh, I gotta get this done.’ I personally carried a seat,” Barraza said. “They’re supposed to move. Move it on, move it on, keep the line going.”\u003c/p>\n\u003cp>White, the former safety lead, also said workers sometimes lifted seats manually, but Tesla, in a statement, said it doesn’t happen.\u003c/p>\n\u003cp>Barraza said he was fired along with hundreds of other workers last fall. Tesla said employees were\u003ca href=\"https://www.mercurynews.com/2017/10/13/4819750/\"> terminated en masse\u003c/a> due to performance issues, though some workers have argued they were \u003ca href=\"https://www.cnbc.com/2017/10/17/tesla-firings-former-and-current-employees-allege-layoffs.html\">cost-cutting layoffs\u003c/a> or used to \u003ca href=\"http://www.autonews.com/article/20171026/OEM01/171029793/tesla-uaw-labor-dispute-california\">punish union supporters\u003c/a>.\u003c/p>\n\u003cfigure id=\"attachment_11662704\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11662704\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/032018_Tesla_MarkEberley_03-1024x682-800x533.jpg\" alt=\"Mark Eberley shows his scar from surgery after carpal tunnel syndrome left him unable to continue work at the Tesla factory in Fremont. He has been out of work for years. \" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/032018_Tesla_MarkEberley_03-1024x682-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/032018_Tesla_MarkEberley_03-1024x682-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/032018_Tesla_MarkEberley_03-1024x682-1020x679.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/032018_Tesla_MarkEberley_03-1024x682-960x639.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/032018_Tesla_MarkEberley_03-1024x682-240x160.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/032018_Tesla_MarkEberley_03-1024x682-375x250.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/032018_Tesla_MarkEberley_03-1024x682-520x346.jpg 520w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/032018_Tesla_MarkEberley_03-1024x682.jpg 1024w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Mark Eberley shows his scar from surgery after carpal tunnel syndrome left him unable to continue work at the Tesla factory in Fremont. He has been out of work for years. \u003ccite>(Emily Harger/Reveal)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Barraza said he and others hurt their backs through repetitive movements, but few complained because “supervisors would be like, ‘Oh, he’s just being a little bitch.’”\u003c/p>\n\u003cp>Workers’ accounts from 2017 didn’t sound much different from those who were injured years earlier. In 2014, Mark Eberley was diagnosed with Tesla-induced carpal tunnel syndrome. He wrecked his hand welding thousands of studs to car wheelhouses during nearly 12-hour days, he said. He needed surgery and was out of work and on workers’ compensation for years.\u003c/p>\n\u003cp>“No matter what we were doing, it was hustle, hustle, hustle,” he said. “If you didn’t get your numbers, they’d be complaining to you.”\u003c/p>\n\u003cp>The pressure could be crushing for white-collar workers as well.\u003c/p>\n\u003cp>At his office job at the Fremont factory, senior analyst Ali Khan prepared Tesla’s financial filings required by the U.S. Securities and Exchange Commission. In 2016, the office was understaffed, and he worked at least 12 hours every day, he said – no weekends, holidays or days off at all.\u003c/p>\n\u003cp>The pain from repetitive motion started in his wrists, radiated up his arms, then to his neck and back. He said he would have trouble holding a glass of water and couldn’t play with his 1-year-old daughter.\u003c/p>\n\u003cp>Khan said he asked for an ergonomic evaluation, but Tesla’s safety team told his manager they were too busy.\u003c/p>\n\u003cp>“My boss is telling me, ‘Oh, if you are going to take time off, it’s going to slow us down, it’s going to affect your reviews,'” he said.\u003c/p>\n\u003cp>Tesla eventually sent him to one of its preferred health clinics. A doctor there diagnosed him with work-related muscle strains and tendinitis, repeatedly prescribing painkillers and work restrictions, \u003ca href=\"https://www.documentcloud.org/documents/4433386-Khan-Medical-Records.html\">medical records show\u003c/a>.\u003c/p>\n\u003cp>That meant Khan had to be listed on Tesla’s injury logs. He wasn’t.\u003c/p>\n\u003cp>Khan said he still wasn’t allowed the doctor-ordered breaks. Forfeiting lucrative stock options, he submitted his resignation in August 2016. But his body hasn’t recovered.\u003c/p>\n\u003cp>“These things were preventable – that’s what makes me upset,” he said. “All of this could have been addressed, and it just wasn’t.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"headTitle": "The California Report | KQED News",
"content": "\u003cp>\u003cem>\u003ca href=\"http://itunes.apple.com/us/podcast/the-california-report-magazine/id1314750545?mt=2\" target=\"_blank\" rel=\"noopener\">Listen to more in-depth storytelling by subscribing to The California Report Magazine podcast.\u003c/a>\u003c/em>\u003c/p>\n\u003cp>Imagine standing along the shores of Oakland’s Lake Merritt, but instead of seeing the downtown skyline you see Native American shellmounds, a roller coaster and grizzly bears.\u003c/p>\n\u003cp>That’s the idea behind a new project called \u003ca href=\"https://www.kickstarter.com/projects/eastbayyesterday/long-lost-oakland\" target=\"_blank\" rel=\"noopener\">Long Lost Oakland\u003c/a>. It’s a map of the buildings, plants and animals that \u003cem>used\u003c/em> to be there.\u003c/p>\n\u003cfigure id=\"attachment_11661517\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11661517\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/RS30362_IMG_3003-qut-800x600.jpg\" alt=\"\" width=\"800\" height=\"600\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30362_IMG_3003-qut-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30362_IMG_3003-qut-160x120.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30362_IMG_3003-qut-1020x765.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30362_IMG_3003-qut.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30362_IMG_3003-qut-1180x885.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30362_IMG_3003-qut-960x720.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30362_IMG_3003-qut-240x180.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30362_IMG_3003-qut-375x281.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30362_IMG_3003-qut-520x390.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">A close-up of the map shows an old amusement park, called Idora Park. \u003ccite>(Bianca Taylor/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_11661519\" class=\"wp-caption aligncenter\" style=\"max-width: 750px\">\u003cimg class=\"size-full wp-image-11661519\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/RS30384_IdoraPark-qut-1.jpg\" alt=\"\" width=\"750\" height=\"308\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30384_IdoraPark-qut-1.jpg 750w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30384_IdoraPark-qut-1-160x66.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30384_IdoraPark-qut-1-240x99.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30384_IdoraPark-qut-1-375x154.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30384_IdoraPark-qut-1-520x214.jpg 520w\" sizes=\"(max-width: 750px) 100vw, 750px\">\u003cfigcaption class=\"wp-caption-text\">A historic photo of Idora Park. \u003ccite>(Courtesy of Liam O'Donoghue)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Even though he has lived here for only eight years, Liam O'Donoghue knows a lot about Oakland. He's the host of the podcast \u003ca href=\"https://eastbayyesterday.com/\" target=\"_blank\" rel=\"noopener\">East Bay Yesterday\u003c/a>, and spent the last year buried in historical archives, researching centuries of Oakland’s past to recreate what the city once was, in a beautiful hand-illustrated map.\u003c/p>\n\u003cp>The poster-size map is colorful, and the drawings are bold like you’d see in a comic book. But don’t expect this map to give you any directions.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"I think that this map actually is useful for navigating,\" he says. \"But it's more about navigating through time, as opposed to navigating through the geography of a city.\"\u003c/p>\n\u003cp>And that time spans from the 1800s to the mid-1900s, when San Francisco Bay was filled with coho salmon and orchards lined the streets of the Fruitvale District.\u003c/p>\n\u003cp>When streetcars -- part of what was called the \u003ca href=\"http://www.bayarearailfan.org/photogal/thumbnails.php?album=3\" target=\"_blank\" rel=\"noopener\">Key System\u003c/a> -- rumbled through downtown and across the Bay Bridge.\u003c/p>\n\u003cfigure id=\"attachment_11661507\" class=\"wp-caption aligncenter\" style=\"max-width: 601px\">\u003cimg class=\"size-full wp-image-11661507\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/RS30381_FruitValeManor1878-qut.jpg\" alt=\"\" width=\"601\" height=\"600\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30381_FruitValeManor1878-qut.jpg 601w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30381_FruitValeManor1878-qut-160x160.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30381_FruitValeManor1878-qut-240x240.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30381_FruitValeManor1878-qut-375x374.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30381_FruitValeManor1878-qut-520x519.jpg 520w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30381_FruitValeManor1878-qut-32x32.jpg 32w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30381_FruitValeManor1878-qut-50x50.jpg 50w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30381_FruitValeManor1878-qut-64x64.jpg 64w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30381_FruitValeManor1878-qut-96x96.jpg 96w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30381_FruitValeManor1878-qut-128x128.jpg 128w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30381_FruitValeManor1878-qut-150x150.jpg 150w\" sizes=\"(max-width: 601px) 100vw, 601px\">\u003cfigcaption class=\"wp-caption-text\">A historical drawing of a house in today's Fruitvale District, circa 1878. \u003ccite>(Courtesy of Liam O'Donoghue)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>O'Donoghue says his inspiration for making this map came from the city itself.\u003c/p>\n\u003cp>\"I live on Telegraph Avenue. My desk window looks right out at the city,\" he explains. \"Over the many years I've lived there, I've watched buildings get torn down, I've watched new buildings go up. Part of this project is about sort of understanding the disorientation of living in a city where so much is changing so fast.\"\u003c/p>\n\u003cp>But this time of rapid change is not unusual for Oakland. O'Donoghue says the Transcontinental Railroad, the 1906 San Francisco earthquake and the Great Depression are all examples of changes that Oakland faced in a matter of decades.\u003c/p>\n\u003cp>\"Understanding how Oakland dealt with these times of rapid change is helpful for navigating the changes that we're going through now. And it's not about saying that, you know, all the changes happening now are good or OK, but it's like, how did they deal with it and what can we learn from the mistakes?\"\u003c/p>\n\u003cp>And there are some big mistakes to learn from. Like the treatment of the native \u003ca href=\"http://www.muwekma.org/\" target=\"_blank\" rel=\"noopener\">Ohlone\u003c/a> people.\u003c/p>\n\u003cp>\"I don't think genocide is too strong of a word to use to describe what happened to the Ohlone civilization,\" O'Donoghue says somberly.\u003c/p>\n\u003cp>\"[Colonization] destroyed a lot of the habitat. There were invasive species. This is the flip side, like all the wonderful things you see in Oakland right now. It all came at a price.\"\u003c/p>\n\u003cfigure id=\"attachment_11661509\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11661509\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/RS30390_LLO-Details-Shellmound-qut-800x640.jpg\" alt=\"\" width=\"800\" height=\"640\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30390_LLO-Details-Shellmound-qut-800x640.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30390_LLO-Details-Shellmound-qut-160x128.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30390_LLO-Details-Shellmound-qut-1020x816.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30390_LLO-Details-Shellmound-qut.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30390_LLO-Details-Shellmound-qut-1180x944.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30390_LLO-Details-Shellmound-qut-960x768.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30390_LLO-Details-Shellmound-qut-240x192.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30390_LLO-Details-Shellmound-qut-375x300.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30390_LLO-Details-Shellmound-qut-520x416.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">The map shows an Ohlone shellmound where it would have existed before colonization. \u003ccite>(Courtesy of Liam O'Donoghue)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>O'Donoghue has set up a \u003ca href=\"https://www.kickstarter.com/projects/eastbayyesterday/long-lost-oakland\" target=\"_blank\" rel=\"noopener\">kickstarter\u003c/a> to support the Long Lost Oakland project, but he’s giving the map away to teachers for free, in the hope that it will inspire students of all ages do their own research.\u003c/p>\n\u003cp>So far, it’s working.\u003c/p>\n\u003cp>O'Donoghue notes the email he received from a fourth-grade teacher in Fruitvale: \"[She] said that she's inspired by Long Lost Oakland to do a project with her class where she's going to have her students interview their older relatives about Fruitvale history. And she's going to do a long-lost Fruitvale map based on kind of the stories that her students collect from their friends and relatives.\"\u003c/p>\n\u003cfigure id=\"attachment_11662138\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg class=\"size-full wp-image-11662138\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/RS30361_IMG_3004-qut.jpg\" alt=\"\" width=\"1920\" height=\"1440\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30361_IMG_3004-qut.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30361_IMG_3004-qut-160x120.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30361_IMG_3004-qut-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30361_IMG_3004-qut-1020x765.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30361_IMG_3004-qut-1200x900.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30361_IMG_3004-qut-1180x885.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30361_IMG_3004-qut-960x720.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30361_IMG_3004-qut-240x180.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30361_IMG_3004-qut-375x281.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30361_IMG_3004-qut-520x390.jpg 520w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Liam O'Donoghue created Long Lost Oakland, and hosts the podcast East Bay Yesterday. \u003ccite>(Bianca Taylor/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>This is exactly what O'Donoghue set out to do with Long Lost Oakland: create something beautiful that gets people to look twice at the streets they walk down every day.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>In a time when change seems like the only constant, a map that shows us where we’ve been might be just the thing we need to tell us where to go.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>\u003ca href=\"http://itunes.apple.com/us/podcast/the-california-report-magazine/id1314750545?mt=2\" target=\"_blank\" rel=\"noopener\">Listen to more in-depth storytelling by subscribing to The California Report Magazine podcast.\u003c/a>\u003c/em>\u003c/p>\n\u003cp>Imagine standing along the shores of Oakland’s Lake Merritt, but instead of seeing the downtown skyline you see Native American shellmounds, a roller coaster and grizzly bears.\u003c/p>\n\u003cp>That’s the idea behind a new project called \u003ca href=\"https://www.kickstarter.com/projects/eastbayyesterday/long-lost-oakland\" target=\"_blank\" rel=\"noopener\">Long Lost Oakland\u003c/a>. It’s a map of the buildings, plants and animals that \u003cem>used\u003c/em> to be there.\u003c/p>\n\u003cfigure id=\"attachment_11661517\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11661517\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/RS30362_IMG_3003-qut-800x600.jpg\" alt=\"\" width=\"800\" height=\"600\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30362_IMG_3003-qut-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30362_IMG_3003-qut-160x120.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30362_IMG_3003-qut-1020x765.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30362_IMG_3003-qut.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30362_IMG_3003-qut-1180x885.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30362_IMG_3003-qut-960x720.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30362_IMG_3003-qut-240x180.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30362_IMG_3003-qut-375x281.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30362_IMG_3003-qut-520x390.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">A close-up of the map shows an old amusement park, called Idora Park. \u003ccite>(Bianca Taylor/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_11661519\" class=\"wp-caption aligncenter\" style=\"max-width: 750px\">\u003cimg class=\"size-full wp-image-11661519\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/RS30384_IdoraPark-qut-1.jpg\" alt=\"\" width=\"750\" height=\"308\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30384_IdoraPark-qut-1.jpg 750w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30384_IdoraPark-qut-1-160x66.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30384_IdoraPark-qut-1-240x99.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30384_IdoraPark-qut-1-375x154.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30384_IdoraPark-qut-1-520x214.jpg 520w\" sizes=\"(max-width: 750px) 100vw, 750px\">\u003cfigcaption class=\"wp-caption-text\">A historic photo of Idora Park. \u003ccite>(Courtesy of Liam O'Donoghue)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Even though he has lived here for only eight years, Liam O'Donoghue knows a lot about Oakland. He's the host of the podcast \u003ca href=\"https://eastbayyesterday.com/\" target=\"_blank\" rel=\"noopener\">East Bay Yesterday\u003c/a>, and spent the last year buried in historical archives, researching centuries of Oakland’s past to recreate what the city once was, in a beautiful hand-illustrated map.\u003c/p>\n\u003cp>The poster-size map is colorful, and the drawings are bold like you’d see in a comic book. But don’t expect this map to give you any directions.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"I think that this map actually is useful for navigating,\" he says. \"But it's more about navigating through time, as opposed to navigating through the geography of a city.\"\u003c/p>\n\u003cp>And that time spans from the 1800s to the mid-1900s, when San Francisco Bay was filled with coho salmon and orchards lined the streets of the Fruitvale District.\u003c/p>\n\u003cp>When streetcars -- part of what was called the \u003ca href=\"http://www.bayarearailfan.org/photogal/thumbnails.php?album=3\" target=\"_blank\" rel=\"noopener\">Key System\u003c/a> -- rumbled through downtown and across the Bay Bridge.\u003c/p>\n\u003cfigure id=\"attachment_11661507\" class=\"wp-caption aligncenter\" style=\"max-width: 601px\">\u003cimg class=\"size-full wp-image-11661507\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/RS30381_FruitValeManor1878-qut.jpg\" alt=\"\" width=\"601\" height=\"600\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30381_FruitValeManor1878-qut.jpg 601w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30381_FruitValeManor1878-qut-160x160.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30381_FruitValeManor1878-qut-240x240.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30381_FruitValeManor1878-qut-375x374.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30381_FruitValeManor1878-qut-520x519.jpg 520w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30381_FruitValeManor1878-qut-32x32.jpg 32w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30381_FruitValeManor1878-qut-50x50.jpg 50w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30381_FruitValeManor1878-qut-64x64.jpg 64w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30381_FruitValeManor1878-qut-96x96.jpg 96w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30381_FruitValeManor1878-qut-128x128.jpg 128w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30381_FruitValeManor1878-qut-150x150.jpg 150w\" sizes=\"(max-width: 601px) 100vw, 601px\">\u003cfigcaption class=\"wp-caption-text\">A historical drawing of a house in today's Fruitvale District, circa 1878. \u003ccite>(Courtesy of Liam O'Donoghue)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>O'Donoghue says his inspiration for making this map came from the city itself.\u003c/p>\n\u003cp>\"I live on Telegraph Avenue. My desk window looks right out at the city,\" he explains. \"Over the many years I've lived there, I've watched buildings get torn down, I've watched new buildings go up. Part of this project is about sort of understanding the disorientation of living in a city where so much is changing so fast.\"\u003c/p>\n\u003cp>But this time of rapid change is not unusual for Oakland. O'Donoghue says the Transcontinental Railroad, the 1906 San Francisco earthquake and the Great Depression are all examples of changes that Oakland faced in a matter of decades.\u003c/p>\n\u003cp>\"Understanding how Oakland dealt with these times of rapid change is helpful for navigating the changes that we're going through now. And it's not about saying that, you know, all the changes happening now are good or OK, but it's like, how did they deal with it and what can we learn from the mistakes?\"\u003c/p>\n\u003cp>And there are some big mistakes to learn from. Like the treatment of the native \u003ca href=\"http://www.muwekma.org/\" target=\"_blank\" rel=\"noopener\">Ohlone\u003c/a> people.\u003c/p>\n\u003cp>\"I don't think genocide is too strong of a word to use to describe what happened to the Ohlone civilization,\" O'Donoghue says somberly.\u003c/p>\n\u003cp>\"[Colonization] destroyed a lot of the habitat. There were invasive species. This is the flip side, like all the wonderful things you see in Oakland right now. It all came at a price.\"\u003c/p>\n\u003cfigure id=\"attachment_11661509\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11661509\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/RS30390_LLO-Details-Shellmound-qut-800x640.jpg\" alt=\"\" width=\"800\" height=\"640\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30390_LLO-Details-Shellmound-qut-800x640.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30390_LLO-Details-Shellmound-qut-160x128.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30390_LLO-Details-Shellmound-qut-1020x816.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30390_LLO-Details-Shellmound-qut.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30390_LLO-Details-Shellmound-qut-1180x944.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30390_LLO-Details-Shellmound-qut-960x768.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30390_LLO-Details-Shellmound-qut-240x192.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30390_LLO-Details-Shellmound-qut-375x300.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30390_LLO-Details-Shellmound-qut-520x416.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">The map shows an Ohlone shellmound where it would have existed before colonization. \u003ccite>(Courtesy of Liam O'Donoghue)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>O'Donoghue has set up a \u003ca href=\"https://www.kickstarter.com/projects/eastbayyesterday/long-lost-oakland\" target=\"_blank\" rel=\"noopener\">kickstarter\u003c/a> to support the Long Lost Oakland project, but he’s giving the map away to teachers for free, in the hope that it will inspire students of all ages do their own research.\u003c/p>\n\u003cp>So far, it’s working.\u003c/p>\n\u003cp>O'Donoghue notes the email he received from a fourth-grade teacher in Fruitvale: \"[She] said that she's inspired by Long Lost Oakland to do a project with her class where she's going to have her students interview their older relatives about Fruitvale history. And she's going to do a long-lost Fruitvale map based on kind of the stories that her students collect from their friends and relatives.\"\u003c/p>\n\u003cfigure id=\"attachment_11662138\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg class=\"size-full wp-image-11662138\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/RS30361_IMG_3004-qut.jpg\" alt=\"\" width=\"1920\" height=\"1440\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30361_IMG_3004-qut.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30361_IMG_3004-qut-160x120.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30361_IMG_3004-qut-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30361_IMG_3004-qut-1020x765.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30361_IMG_3004-qut-1200x900.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30361_IMG_3004-qut-1180x885.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30361_IMG_3004-qut-960x720.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30361_IMG_3004-qut-240x180.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30361_IMG_3004-qut-375x281.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30361_IMG_3004-qut-520x390.jpg 520w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Liam O'Donoghue created Long Lost Oakland, and hosts the podcast East Bay Yesterday. \u003ccite>(Bianca Taylor/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>This is exactly what O'Donoghue set out to do with Long Lost Oakland: create something beautiful that gets people to look twice at the streets they walk down every day.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>In a time when change seems like the only constant, a map that shows us where we’ve been might be just the thing we need to tell us where to go.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"title": "S.F. Scooter Battle: City Crews Seize 66 Mini-Vehicles From Sidewalks",
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"content": "\u003cp>\u003cem>Updated 4:40 p.m. Friday\u003c/em>\u003c/p>\n\u003cp>San Francisco Public Works crews, responding to complaints about electric stand-up scooters blocking some city sidewalks, impounded 66 of the mini-vehicles Friday morning.\u003c/p>\n\u003cp>Public Works spokeswoman Rachel Gordon said that the department was responding to “numerous complaints” in launching the enforcement action.\u003c/p>\n\u003cp>Rental scooters from all three companies that distributed hundreds of the motorized machines in the city in late March were seized, Gordon said. The scooters — 29 from Bird, 23 from Spin and 14 from LimeBike — were removed from sidewalks in the city’s Financial District, South of Market neighborhood and the Mission.\u003c/p>\n\u003cp>“If they were in the middle of the sidewalk or somewhere where people would be walking, potentially — in the path of travel — our inspectors went and observed that, documented it through photographs and then picked them up and brought them to storage,” Gordon said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The scooter companies face a minimum fine of $125 for violating a section of the city’s Public Works Code that bars obstructing the public right of way. The penalties can be appealed through an administrative hearing.\u003c/p>\n\u003cp>A representative for Southern California-based Bird said company officials “look forward to engaging with city officials in a fair process to review the reasons for impounding any of our vehicles that have been confiscated.”\u003c/p>\n\u003cp>The Bird spokesman, Kenneth Baer, added in an email: “Bird respects the DPW’s role in enforcing all parking rules, including the thousands of car parking tickets issued each day. We will continue to build upon Bird’s user education efforts so that our growing user base becomes accustomed to considering their fellow San Franciscans and park safely out of the right of way.”\u003c/p>\n\u003cp>LimeBike spokesman Joe Arellano said in an emailed statement that the company views the city as a partner and seeks to work “to craft solutions that meaningfully address safety and right of way issues, so no scooters will need to be impounded in the future.”\u003c/p>\n\u003cp>Spin said it would have preferred to have handled any parking problems itself. \u003c/p>\n\u003cp>“Had we been notified by Public Works, we would have quickly dispatched our operations team, which is something Spin actively does when notified by our government partners across our 50 markets,” Brian Kyuhoon No, the company’s director of public policy, said in an emailed statement. “We take responsibility for our scooters in San Francisco, and users and members of the public are encouraged to reach out to us directly to address any issue or answer any questions.” \u003c/p>\n\u003cp>No said the company wants to gain “more clarity from Public Works on what constitutes obstruction to help minimize these occurrences.”\u003c/p>\n\u003cp>The three companies distributed their scooters in the second half of March, acting after Board of Supervisors member Aaron Peskin introduced legislation directing the San Francisco Municipal Transportation Agency to develop regulations and a permit process for companies operating the devices.\u003c/p>\n\u003cp>The three firms have launched with an identical price structure. Riders use smartphone apps pay $1 to unlock a scooter and 15 cents a minute for their rides. The scooters are equipped with GPS to allow the companies to track them, and they’re dockless, meaning they can be left anywhere. \u003c/p>\n\u003cp>In response to a request for information from the SFMTA on March 28, Spin said it planned to launch its service with 200 scooters in the South of Market area this month and would add more “as our operations capabilities grow.” Bird said it began with 100 machines and planned to add more when usage statistics showed scooters “are being used on average at least three times per vehicle per day.” LimeBike does not appear to have shared information on its fleet size.\u003c/p>\n\u003cp>The Board of Supervisors’ Land Use and Transportation Committee is scheduled to consider Peskin’s regulation measure on Monday. SFMTA spokesman Paul Rose said Thursday that the agency is already working on a scooter permit process and expects to have it in place by May 1.\u003c/p>\n\u003cp>Critics of the scooter companies, with Peskin and city pedestrian advocates at the forefront, have raised concerns not only about sidewalk obstruction but also that most users appear to ignore a prohibition against riding on the sidewalk and don’t wear helmets as required by state law.\u003c/p>\n\u003cp>The companies have responded that they’re trying their best to educate users about legal requirements and scooter etiquette through their apps and other outreach efforts. All three firms have said their scooters have met with an enthusiastic public response and offer a way for the city to reduce traffic congestion and achieve long-term goals for reducing emissions of greenhouse gases.\u003c/p>\n\u003cp>San Francisco Mayor Mark Farrell told KQED Thursday that while he agrees with encouraging different modes of transportation, “We can’t have scooters, bicycles just willy-nilly throughout the city. What we really need is partners in the private sector willing to work with the city. We’ll design a permit system, and we’ll design it so residents have access to these types of transportation modes, but also so that it doesn’t litter the city and we have control over it.”\u003c/p>\n\u003cp>On Thursday, Bird spokesman Baer suggested in an interview that if the city was experiencing problems with misplaced scooters and other infractions, it ought to begin citing violators.\u003c/p>\n\u003cp>On Friday, the city did just that. And Gordon, of DPW, said the enforcement effort will be ongoing.\u003c/p>\n\u003cp>“Today, we went out and hauled a lot of them away,” she said. “Now we’re going to go complaint by complaint to do the confiscation of the scooters. So if someone calls 311 or calls our department and says, ‘There’s a scooter lying on the sidewalk at Mariposa near Bryant Street,’ we will send an inspector to see if it is indeed causing a potential hazard, and then we will take it away.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cstrong>Updates\u003c/strong>\u003cbr>\n\u003cem>\u003cstrong>4:30 p.m.\u003c/strong> Post updated to include statement from LimeBike.\u003cbr>\n\u003cstrong>4:40 p.m.\u003c/strong> Post updated to include statement from Spin.\u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated 4:40 p.m. Friday\u003c/em>\u003c/p>\n\u003cp>San Francisco Public Works crews, responding to complaints about electric stand-up scooters blocking some city sidewalks, impounded 66 of the mini-vehicles Friday morning.\u003c/p>\n\u003cp>Public Works spokeswoman Rachel Gordon said that the department was responding to “numerous complaints” in launching the enforcement action.\u003c/p>\n\u003cp>Rental scooters from all three companies that distributed hundreds of the motorized machines in the city in late March were seized, Gordon said. The scooters — 29 from Bird, 23 from Spin and 14 from LimeBike — were removed from sidewalks in the city’s Financial District, South of Market neighborhood and the Mission.\u003c/p>\n\u003cp>“If they were in the middle of the sidewalk or somewhere where people would be walking, potentially — in the path of travel — our inspectors went and observed that, documented it through photographs and then picked them up and brought them to storage,” Gordon said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The scooter companies face a minimum fine of $125 for violating a section of the city’s Public Works Code that bars obstructing the public right of way. The penalties can be appealed through an administrative hearing.\u003c/p>\n\u003cp>A representative for Southern California-based Bird said company officials “look forward to engaging with city officials in a fair process to review the reasons for impounding any of our vehicles that have been confiscated.”\u003c/p>\n\u003cp>The Bird spokesman, Kenneth Baer, added in an email: “Bird respects the DPW’s role in enforcing all parking rules, including the thousands of car parking tickets issued each day. We will continue to build upon Bird’s user education efforts so that our growing user base becomes accustomed to considering their fellow San Franciscans and park safely out of the right of way.”\u003c/p>\n\u003cp>LimeBike spokesman Joe Arellano said in an emailed statement that the company views the city as a partner and seeks to work “to craft solutions that meaningfully address safety and right of way issues, so no scooters will need to be impounded in the future.”\u003c/p>\n\u003cp>Spin said it would have preferred to have handled any parking problems itself. \u003c/p>\n\u003cp>“Had we been notified by Public Works, we would have quickly dispatched our operations team, which is something Spin actively does when notified by our government partners across our 50 markets,” Brian Kyuhoon No, the company’s director of public policy, said in an emailed statement. “We take responsibility for our scooters in San Francisco, and users and members of the public are encouraged to reach out to us directly to address any issue or answer any questions.” \u003c/p>\n\u003cp>No said the company wants to gain “more clarity from Public Works on what constitutes obstruction to help minimize these occurrences.”\u003c/p>\n\u003cp>The three companies distributed their scooters in the second half of March, acting after Board of Supervisors member Aaron Peskin introduced legislation directing the San Francisco Municipal Transportation Agency to develop regulations and a permit process for companies operating the devices.\u003c/p>\n\u003cp>The three firms have launched with an identical price structure. Riders use smartphone apps pay $1 to unlock a scooter and 15 cents a minute for their rides. The scooters are equipped with GPS to allow the companies to track them, and they’re dockless, meaning they can be left anywhere. \u003c/p>\n\u003cp>In response to a request for information from the SFMTA on March 28, Spin said it planned to launch its service with 200 scooters in the South of Market area this month and would add more “as our operations capabilities grow.” Bird said it began with 100 machines and planned to add more when usage statistics showed scooters “are being used on average at least three times per vehicle per day.” LimeBike does not appear to have shared information on its fleet size.\u003c/p>\n\u003cp>The Board of Supervisors’ Land Use and Transportation Committee is scheduled to consider Peskin’s regulation measure on Monday. SFMTA spokesman Paul Rose said Thursday that the agency is already working on a scooter permit process and expects to have it in place by May 1.\u003c/p>\n\u003cp>Critics of the scooter companies, with Peskin and city pedestrian advocates at the forefront, have raised concerns not only about sidewalk obstruction but also that most users appear to ignore a prohibition against riding on the sidewalk and don’t wear helmets as required by state law.\u003c/p>\n\u003cp>The companies have responded that they’re trying their best to educate users about legal requirements and scooter etiquette through their apps and other outreach efforts. All three firms have said their scooters have met with an enthusiastic public response and offer a way for the city to reduce traffic congestion and achieve long-term goals for reducing emissions of greenhouse gases.\u003c/p>\n\u003cp>San Francisco Mayor Mark Farrell told KQED Thursday that while he agrees with encouraging different modes of transportation, “We can’t have scooters, bicycles just willy-nilly throughout the city. What we really need is partners in the private sector willing to work with the city. We’ll design a permit system, and we’ll design it so residents have access to these types of transportation modes, but also so that it doesn’t litter the city and we have control over it.”\u003c/p>\n\u003cp>On Thursday, Bird spokesman Baer suggested in an interview that if the city was experiencing problems with misplaced scooters and other infractions, it ought to begin citing violators.\u003c/p>\n\u003cp>On Friday, the city did just that. And Gordon, of DPW, said the enforcement effort will be ongoing.\u003c/p>\n\u003cp>“Today, we went out and hauled a lot of them away,” she said. “Now we’re going to go complaint by complaint to do the confiscation of the scooters. So if someone calls 311 or calls our department and says, ‘There’s a scooter lying on the sidewalk at Mariposa near Bryant Street,’ we will send an inspector to see if it is indeed causing a potential hazard, and then we will take it away.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cstrong>Updates\u003c/strong>\u003cbr>\n\u003cem>\u003cstrong>4:30 p.m.\u003c/strong> Post updated to include statement from LimeBike.\u003cbr>\n\u003cstrong>4:40 p.m.\u003c/strong> Post updated to include statement from Spin.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"slug": "dockless-dilemma",
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"content": "\u003cp>First came the bikes, now the scooters. (No, not \u003ca href=\"https://www.kqed.org/news/11661957/president-trump-pardons-scooter-libby-former-cheney-chief-of-staff\">this Scooter\u003c/a>.)\u003c/p>\n\u003cp>Have you noticed a \u003ca href=\"http://bit.ly/fioredockless\">proliferation of rental electric scooters\u003c/a> in your neighborhood?\u003c/p>\n\u003cp>Officials in San Francisco are considering ways to rein in rouge scooters that are being distributed around the city by a Southern California company and two Bay Area dockless bike startups.\u003c/p>\n\u003cp>City crews \u003ca href=\"https://www.kqed.org/news/11662092/s-f-scooter-battle-city-crews-seize-66-mini-vehicles-from-sidewalks\" rel=\"noopener\" target=\"_blank\">impounded 66 of the mini-vehicles\u003c/a> on Friday morning.\u003c/p>\n\u003cp>The companies placed the scooters throughout San Francisco without permits. Reports of people riding them dangerously or leaving them on sidewalks are proliferating.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>First came the bikes, now the scooters. (No, not \u003ca href=\"https://www.kqed.org/news/11661957/president-trump-pardons-scooter-libby-former-cheney-chief-of-staff\">this Scooter\u003c/a>.)\u003c/p>\n\u003cp>Have you noticed a \u003ca href=\"http://bit.ly/fioredockless\">proliferation of rental electric scooters\u003c/a> in your neighborhood?\u003c/p>\n\u003cp>Officials in San Francisco are considering ways to rein in rouge scooters that are being distributed around the city by a Southern California company and two Bay Area dockless bike startups.\u003c/p>\n\u003cp>City crews \u003ca href=\"https://www.kqed.org/news/11662092/s-f-scooter-battle-city-crews-seize-66-mini-vehicles-from-sidewalks\" rel=\"noopener\" target=\"_blank\">impounded 66 of the mini-vehicles\u003c/a> on Friday morning.\u003c/p>\n\u003cp>The companies placed the scooters throughout San Francisco without permits. Reports of people riding them dangerously or leaving them on sidewalks are proliferating.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>\u003cstrong>Updated at 3 a.m. ET\u003c/strong>\u003c/p>\n\u003cp>The National Transportation Safety Board, which is looking into the \u003ca href=\"https://www.kqed.org/news/11658404/safety-agency-orders-probe-of-tesla-crash-and-fire-as-company-points-to-freeway-hazard\" target=\"_blank\" rel=\"noopener\">fatal crash last month\u003c/a> of an SUV using Tesla's Autopilot system, said it is removing the high-tech automaker from the probe for improperly disclosing details of the investigation.\u003c/p>\n\u003cp>Tesla says it withdrew from the investigation.\u003c/p>\n\u003cp>The NTSB is examining last month's crash of a 2017 Tesla Model X near Mountain View. The vehicle crashed into a concrete lane divider, killing the driver, Walter Huang.\u003c/p>\n\u003cp>Earlier this week, \u003ca href=\"https://www.kqed.org/news/11659115/tesla-says-vehicle-in-deadly-crash-was-on-autopilot\" target=\"_blank\" rel=\"noopener\">Tesla blamed Huang for the accident\u003c/a>, which the NTSB contends runs counter to agency protocols.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>As \u003ca href=\"https://www.bloomberg.com/news/articles/2018-04-12/tesla-withdraws-from-ntsb-crash-probe-over-autopilot-data-flap\" target=\"_blank\" rel=\"noopener\">Bloomberg notes\u003c/a>, \"The NTSB guards the integrity of its investigations closely, demanding that participants adhere to rules about what information they can release and their expected cooperation. These so-called parties to investigations must sign legal agreements laying out their responsibilities.\"\u003c/p>\n\u003cp>\"Tesla violated the party agreement by releasing investigative information before it was vetted and confirmed by the NTSB,\" the agency said in a \u003ca href=\"https://www.ntsb.gov/news/press-releases/Pages/NR20180412.aspx\" target=\"_blank\" rel=\"noopener\">statement\u003c/a>. \"Such releases of incomplete information often lead to speculation and incorrect assumptions about the probable cause of a crash.\"\u003c/p>\n\u003cp>\"It is unfortunate that Tesla, by its actions, did not abide by the party agreement,\" said NTSB Chairman Robert Sumwalt. \"We decided to revoke Tesla's party status and informed Mr. Musk in a phone call last evening and \u003ca href=\"http://link.email.dynect.net/link.php?DynEngagement=true&H=oGJ1pkZyysOST8btnWeAdWfazdP60O3PLkuOZioW2RiI0IVhceklyikuuz730yACd%2BvEm0h%2B113mSmdgAw4ydO/suCeYKBzFnZcYcVV9wFyhwIiDVPNWUXsWB7zNOf9z&G=0&R=https://goo.gl/gZofXm&I=20180412174102.0000002a26a4%40mail6-94-usnbn1&X=MHwxMDQ2NzU4OjVhY2Y5YTJkYzdiZjIyZTQ3NTEzMTllNTs%3D&S=aToOg89TnPzHZ7NglVgNSTnTz0lqFtcgJ5Y1HLJiKOA\" target=\"_blank\" rel=\"noopener\">via letter \u003c/a>today. While we understand the demand for information that parties face during an NTSB investigation, uncoordinated releases of incomplete information do not further transportation safety or serve the public interest.\"\u003c/p>\n\u003cp>In a statement emailed to NPR, a Tesla spokesperson said the company decided to withdraw from the agreement of its own accord.\u003c/p>\n\u003cp>\"Last week, in a conversation with the NTSB, we were told that if we made additional statements before their 12-24 month investigative process is complete, we would no longer be a party to the investigation agreement. On Tuesday, we chose to withdraw from the agreement and issued a statement to correct misleading claims that had been made about Autopilot — claims which made it seem as though Autopilot creates safety problems when the opposite is true,\" the statement said.\u003c/p>\n\u003cp>\"It's been clear in our conversations with the NTSB that they're more concerned with press headlines than actually promoting safety,\" Tesla said. \"Among other things, they repeatedly released partial bits of incomplete information to the media in violation of their own rules, at the same time that they were trying to prevent us from telling all the facts.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>As \u003ca href=\"https://www.wsj.com/articles/tesla-withdraws-from-ntsb-agreement-in-fatal-crash-probe-1523547055\" target=\"_blank\" rel=\"noopener\">The Wall Street Journal\u003c/a> writes:\u003c/p>\n\u003cblockquote>\u003cp>\"Removals from NTSB party agreements are rare. The agency in 2014 revoked party status for \u003ca href=\"http://quotes.wsj.com/UPS\" target=\"_blank\" rel=\"noopener\">United Parcel Service\u003c/a> Inc. and a pilots union in the probe of a crash of one of the package-delivery company's cargo planes after public comments were made by each side about circumstances surrounding the accident.\u003c/p>\u003c/blockquote>\n\u003cblockquote>\u003cp>For Tesla, a departure from the NTSB agreement risks diminishing the car maker's influence over and insight into an investigation that could ultimately reach critical conclusions about one of the company's signature products.\"\u003c/p>\u003c/blockquote>\n\u003cdiv class=\"fullattribution\">Copyright 2018 NPR. To see more, visit http://www.npr.org/.\u003cimg src=\"https://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=NTSB%3A+Tesla+Booted+From+Crash+Investigation+For+Not+Following+Rules&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n",
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"excerpt": "Safety board is examining last month's crash of a 2017 Tesla Model X near Mountain View. Vehicle crashed into a concrete lane divider, killing the driver.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>Updated at 3 a.m. ET\u003c/strong>\u003c/p>\n\u003cp>The National Transportation Safety Board, which is looking into the \u003ca href=\"https://www.kqed.org/news/11658404/safety-agency-orders-probe-of-tesla-crash-and-fire-as-company-points-to-freeway-hazard\" target=\"_blank\" rel=\"noopener\">fatal crash last month\u003c/a> of an SUV using Tesla's Autopilot system, said it is removing the high-tech automaker from the probe for improperly disclosing details of the investigation.\u003c/p>\n\u003cp>Tesla says it withdrew from the investigation.\u003c/p>\n\u003cp>The NTSB is examining last month's crash of a 2017 Tesla Model X near Mountain View. The vehicle crashed into a concrete lane divider, killing the driver, Walter Huang.\u003c/p>\n\u003cp>Earlier this week, \u003ca href=\"https://www.kqed.org/news/11659115/tesla-says-vehicle-in-deadly-crash-was-on-autopilot\" target=\"_blank\" rel=\"noopener\">Tesla blamed Huang for the accident\u003c/a>, which the NTSB contends runs counter to agency protocols.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>As \u003ca href=\"https://www.bloomberg.com/news/articles/2018-04-12/tesla-withdraws-from-ntsb-crash-probe-over-autopilot-data-flap\" target=\"_blank\" rel=\"noopener\">Bloomberg notes\u003c/a>, \"The NTSB guards the integrity of its investigations closely, demanding that participants adhere to rules about what information they can release and their expected cooperation. These so-called parties to investigations must sign legal agreements laying out their responsibilities.\"\u003c/p>\n\u003cp>\"Tesla violated the party agreement by releasing investigative information before it was vetted and confirmed by the NTSB,\" the agency said in a \u003ca href=\"https://www.ntsb.gov/news/press-releases/Pages/NR20180412.aspx\" target=\"_blank\" rel=\"noopener\">statement\u003c/a>. \"Such releases of incomplete information often lead to speculation and incorrect assumptions about the probable cause of a crash.\"\u003c/p>\n\u003cp>\"It is unfortunate that Tesla, by its actions, did not abide by the party agreement,\" said NTSB Chairman Robert Sumwalt. \"We decided to revoke Tesla's party status and informed Mr. Musk in a phone call last evening and \u003ca href=\"http://link.email.dynect.net/link.php?DynEngagement=true&H=oGJ1pkZyysOST8btnWeAdWfazdP60O3PLkuOZioW2RiI0IVhceklyikuuz730yACd%2BvEm0h%2B113mSmdgAw4ydO/suCeYKBzFnZcYcVV9wFyhwIiDVPNWUXsWB7zNOf9z&G=0&R=https://goo.gl/gZofXm&I=20180412174102.0000002a26a4%40mail6-94-usnbn1&X=MHwxMDQ2NzU4OjVhY2Y5YTJkYzdiZjIyZTQ3NTEzMTllNTs%3D&S=aToOg89TnPzHZ7NglVgNSTnTz0lqFtcgJ5Y1HLJiKOA\" target=\"_blank\" rel=\"noopener\">via letter \u003c/a>today. While we understand the demand for information that parties face during an NTSB investigation, uncoordinated releases of incomplete information do not further transportation safety or serve the public interest.\"\u003c/p>\n\u003cp>In a statement emailed to NPR, a Tesla spokesperson said the company decided to withdraw from the agreement of its own accord.\u003c/p>\n\u003cp>\"Last week, in a conversation with the NTSB, we were told that if we made additional statements before their 12-24 month investigative process is complete, we would no longer be a party to the investigation agreement. On Tuesday, we chose to withdraw from the agreement and issued a statement to correct misleading claims that had been made about Autopilot — claims which made it seem as though Autopilot creates safety problems when the opposite is true,\" the statement said.\u003c/p>\n\u003cp>\"It's been clear in our conversations with the NTSB that they're more concerned with press headlines than actually promoting safety,\" Tesla said. \"Among other things, they repeatedly released partial bits of incomplete information to the media in violation of their own rules, at the same time that they were trying to prevent us from telling all the facts.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>As \u003ca href=\"https://www.wsj.com/articles/tesla-withdraws-from-ntsb-agreement-in-fatal-crash-probe-1523547055\" target=\"_blank\" rel=\"noopener\">The Wall Street Journal\u003c/a> writes:\u003c/p>\n\u003cblockquote>\u003cp>\"Removals from NTSB party agreements are rare. The agency in 2014 revoked party status for \u003ca href=\"http://quotes.wsj.com/UPS\" target=\"_blank\" rel=\"noopener\">United Parcel Service\u003c/a> Inc. and a pilots union in the probe of a crash of one of the package-delivery company's cargo planes after public comments were made by each side about circumstances surrounding the accident.\u003c/p>\u003c/blockquote>\n\u003cblockquote>\u003cp>For Tesla, a departure from the NTSB agreement risks diminishing the car maker's influence over and insight into an investigation that could ultimately reach critical conclusions about one of the company's signature products.\"\u003c/p>\u003c/blockquote>\n\u003cdiv class=\"fullattribution\">Copyright 2018 NPR. To see more, visit http://www.npr.org/.\u003cimg src=\"https://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=NTSB%3A+Tesla+Booted+From+Crash+Investigation+For+Not+Following+Rules&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n\u003c/div>\u003c/p>",
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"slug": "uber-to-up-its-background-checks-for-drivers",
"title": "Uber to Up Its Background Checks for Drivers",
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"content": "\u003cp>Uber will start doing annual criminal background checks on U.S. drivers and hire a company that continually monitors criminal arrests as it tries to do a better job of keeping riders safe.\u003c/p>\n\u003cp>The move announced Thursday is one of several actions taken by the ride-hailing company under new CEO Dara Khosrowshahi, who said that the changes aren’t just being done to polish the company’s image, which has been tarnished by driver misbehavior and a long string of other embarrassing failings.\u003c/p>\n\u003cp>“The first thing that we want to do is really change Uber’s substance, and the image may follow,” he said in an interview with The Associated Press. “The announcements that we’re making are just a step along the way of making Uber fundamentally safer for drivers and riders.”\u003c/p>\n\u003cp>Other safety features include buttons in the Uber app that allow riders to call 911 in an emergency, as well as app refinements that make it easier for riders to share their whereabouts with friends or loved ones.\u003c/p>\n\u003cp>Since it began operating in 2009, Uber has been dogged by reports of drivers accosting passengers, including lawsuits alleging sexual assaults. Last year, the company was fined $8.9 million by Colorado for allowing people with serious criminal or motor vehicle offenses to work as drivers. The state’s Public Utilities Commission said it found nearly 60 people were allowed to drive in the state despite having previous felony convictions or major traffic violations, including drunken driving.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Khosrowshahi, formerly CEO of the Expedia travel booking site, replaced hard-charging co-founder Travis Kalanick in August and faced problems almost from the start. Most recently, he has had to grapple with his company’s autonomous vehicle program after one of its SUVs struck and killed a pedestrian last month in Tempe, Arizona.\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch3>\u003ca href=\"https://www.kqed.org/news/11651103\">The Human Cost of Uber and Lyft: Life in the Dying Taxi Industry\u003c/a>\u003c/h3>\n\u003cfigure>\u003ca href=\"https://www.kqed.org/news/11651103\">\u003cimg decoding=\"async\" src=\"https://ww2.kqed.org/wp-content/uploads/sites/10/2018/02/Mark-1-e1519088151805-1180x885.jpg\" alt=\"\">\u003c/a>\u003c/figure>\n\u003c/aside>\n\u003cp>Khosrowshahi said the company’s exponentially fast growth prevented steps like the annual background checks from being done sooner. “I can’t change the past, but I can change the things that we do going forward,” he said.\u003c/p>\n\u003cp>Uber does 15 million trips per day worldwide, and its drivers “reflect the good and the bad and the random events of the world,” Khosrowshahi said.\u003c/p>\n\u003cp>It was bad policy for Uber to do just one background check for drivers and never follow up, said Thomas Mauriello, a senior lecturer of forensic science at the University of Maryland and former Defense Department agent who was involved in background checks. But he sees the changes as positive, potentially catching bad behavior after a driver is hired on.\u003c/p>\n\u003cp>“Any check is better than no check,” he said. “Nobody should think that any check they do is going to be 100 percent foolproof and get all information.”\u003c/p>\n\u003cp>Some governments now require background checks after drivers are hired, but the company’s policy makes it uniform nationwide, Uber said.\u003c/p>\n\u003cp>Uber will conduct its annual background checks through a company called Checkr starting in the next few weeks. It still does not intend to do FBI fingerprint background checks, saying its check of court records and other databases is robust, fair and “stacks up well against the alternatives.”\u003c/p>\n\u003cp>A company, which Uber would not identify, has been hired to continually check arrest data, and that also will begin in a few weeks, Uber said.\u003c/p>\n\u003cp>Most governments do not require annual background checks on taxi drivers, but they continually monitor arrest records and check them against drivers’ names, said John Boit, spokesman for the Taxicab, Limousine and Paratransit Association.\u003c/p>\n\u003cp>Mauriello says that may be true because the FBI database includes only felonies. Many sex crimes and traffic violations that could disqualify driver candidates are misdemeanors and not in the database, he said.\u003c/p>\n\u003cp>The app changes, which will take several weeks to become active, will roll out first in the U.S. and then move to other countries. Riders will see a shield that they can touch, sending the app to another screen with safety tips, instructions on how to easily share ride information with others, and a button to call 911. When the 911 button is pressed, riders will immediately get their location to relay to dispatchers, helping riders traveling in unfamiliar areas.\u003c/p>\n\u003cp>Uber has been testing its new features with Denver’s 911 system, which automatically sends the rider’s location, as well as driver and car information, to the dispatch center. Uber says location information from smartphones is better than what’s used by 911 centers, which rely on triangulation off multiple cellular telephone towers.\u003c/p>\n\u003cp>Evelyn Bailey, executive director of the National Association of State 911 Administrators, said there’s no proof yet that smartphones provide closer location information than wireless carriers, but it’s under study by the Federal Communications Commission. She said Uber’s two-step calling through the app may not be intuitive for people, and she would prefer they call 911 with the keypad.\u003c/p>\n\u003cp>She also said Uber’s system has great potential, although she would like to see test results before passing judgment. “If in fact it does deliver what it promises, then that could be very beneficial to the calling public,” she said. “But if it doesn’t, then I think that’s a problem.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Uber says people can always call 911 from the keypad.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Uber will start doing annual criminal background checks on U.S. drivers and hire a company that continually monitors criminal arrests as it tries to do a better job of keeping riders safe.\u003c/p>\n\u003cp>The move announced Thursday is one of several actions taken by the ride-hailing company under new CEO Dara Khosrowshahi, who said that the changes aren’t just being done to polish the company’s image, which has been tarnished by driver misbehavior and a long string of other embarrassing failings.\u003c/p>\n\u003cp>“The first thing that we want to do is really change Uber’s substance, and the image may follow,” he said in an interview with The Associated Press. “The announcements that we’re making are just a step along the way of making Uber fundamentally safer for drivers and riders.”\u003c/p>\n\u003cp>Other safety features include buttons in the Uber app that allow riders to call 911 in an emergency, as well as app refinements that make it easier for riders to share their whereabouts with friends or loved ones.\u003c/p>\n\u003cp>Since it began operating in 2009, Uber has been dogged by reports of drivers accosting passengers, including lawsuits alleging sexual assaults. Last year, the company was fined $8.9 million by Colorado for allowing people with serious criminal or motor vehicle offenses to work as drivers. The state’s Public Utilities Commission said it found nearly 60 people were allowed to drive in the state despite having previous felony convictions or major traffic violations, including drunken driving.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Khosrowshahi, formerly CEO of the Expedia travel booking site, replaced hard-charging co-founder Travis Kalanick in August and faced problems almost from the start. Most recently, he has had to grapple with his company’s autonomous vehicle program after one of its SUVs struck and killed a pedestrian last month in Tempe, Arizona.\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch3>\u003ca href=\"https://www.kqed.org/news/11651103\">The Human Cost of Uber and Lyft: Life in the Dying Taxi Industry\u003c/a>\u003c/h3>\n\u003cfigure>\u003ca href=\"https://www.kqed.org/news/11651103\">\u003cimg decoding=\"async\" src=\"https://ww2.kqed.org/wp-content/uploads/sites/10/2018/02/Mark-1-e1519088151805-1180x885.jpg\" alt=\"\">\u003c/a>\u003c/figure>\n\u003c/aside>\n\u003cp>Khosrowshahi said the company’s exponentially fast growth prevented steps like the annual background checks from being done sooner. “I can’t change the past, but I can change the things that we do going forward,” he said.\u003c/p>\n\u003cp>Uber does 15 million trips per day worldwide, and its drivers “reflect the good and the bad and the random events of the world,” Khosrowshahi said.\u003c/p>\n\u003cp>It was bad policy for Uber to do just one background check for drivers and never follow up, said Thomas Mauriello, a senior lecturer of forensic science at the University of Maryland and former Defense Department agent who was involved in background checks. But he sees the changes as positive, potentially catching bad behavior after a driver is hired on.\u003c/p>\n\u003cp>“Any check is better than no check,” he said. “Nobody should think that any check they do is going to be 100 percent foolproof and get all information.”\u003c/p>\n\u003cp>Some governments now require background checks after drivers are hired, but the company’s policy makes it uniform nationwide, Uber said.\u003c/p>\n\u003cp>Uber will conduct its annual background checks through a company called Checkr starting in the next few weeks. It still does not intend to do FBI fingerprint background checks, saying its check of court records and other databases is robust, fair and “stacks up well against the alternatives.”\u003c/p>\n\u003cp>A company, which Uber would not identify, has been hired to continually check arrest data, and that also will begin in a few weeks, Uber said.\u003c/p>\n\u003cp>Most governments do not require annual background checks on taxi drivers, but they continually monitor arrest records and check them against drivers’ names, said John Boit, spokesman for the Taxicab, Limousine and Paratransit Association.\u003c/p>\n\u003cp>Mauriello says that may be true because the FBI database includes only felonies. Many sex crimes and traffic violations that could disqualify driver candidates are misdemeanors and not in the database, he said.\u003c/p>\n\u003cp>The app changes, which will take several weeks to become active, will roll out first in the U.S. and then move to other countries. Riders will see a shield that they can touch, sending the app to another screen with safety tips, instructions on how to easily share ride information with others, and a button to call 911. When the 911 button is pressed, riders will immediately get their location to relay to dispatchers, helping riders traveling in unfamiliar areas.\u003c/p>\n\u003cp>Uber has been testing its new features with Denver’s 911 system, which automatically sends the rider’s location, as well as driver and car information, to the dispatch center. Uber says location information from smartphones is better than what’s used by 911 centers, which rely on triangulation off multiple cellular telephone towers.\u003c/p>\n\u003cp>Evelyn Bailey, executive director of the National Association of State 911 Administrators, said there’s no proof yet that smartphones provide closer location information than wireless carriers, but it’s under study by the Federal Communications Commission. She said Uber’s two-step calling through the app may not be intuitive for people, and she would prefer they call 911 with the keypad.\u003c/p>\n\u003cp>She also said Uber’s system has great potential, although she would like to see test results before passing judgment. “If in fact it does deliver what it promises, then that could be very beneficial to the calling public,” she said. “But if it doesn’t, then I think that’s a problem.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Uber says people can always call 911 from the keypad.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003cem>Bay Curious Host Olivia Allen-Price sat down with KALW transportation reporter Eli Wirtschafter to see if our Bay Area traffic woes can be blamed on ride-hailing apps. The following is a lightly edited transcript.\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>OAP: Is traffic actually getting worse and could Lyft and Uber be to blame?\u003c/strong>\u003c/p>\n\u003cp>[baycuriousbug]\u003c/p>\n\u003cp>EW: Big question. First of all, we know for sure that traffic has gotten worse in the Bay Area. We live it, and we see it every day. But there’s a lot of other reasons why traffic has increased. The Bay Area is becoming a lot more dense. In the last couple years the economy has been doing really well so people are going to jobs, people are going out at night, a lot of people are moving around. Gas is cheaper than it used to be. So there’s various things that we would expect to increase traffic. But at the same time these two services that started in San Francisco, Uber and Lyft, have become really popular. And there’s a lot of reasons to think that they could be increasing traffic as well.\u003c/p>\n\u003cp>\u003cstrong>OAP: So how might Uber and Lyft be creating more traffic?\u003c/strong>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>EW: Well, the first thing is the amount of time those cars are traveling without a passenger. So, when you drive your own car from one place to another, that’s just Point A to Point B. Lyft is going to take you from Point A to Point B and then is going to drive around waiting for someone else to join. So that looks like something that could add to miles traveled on the road.\u003c/p>\n\u003cp>\u003cstrong>OAP: Are there more cars on the road because of services like Uber and Lyft?\u003c/strong>\u003c/p>\n\u003cp>EW: Well, San Francisco was never a major taxi town. Even in 2012, before these services got big, taxis made up only around 1 percent of rides within San Francisco. Now a study by the county of San Francisco estimates 15 percent of trips inside the city are made through Uber and Lyft. That’s huge. That’s much bigger than taxis used to be.\u003c/p>\n\u003cfigure id=\"attachment_11658016\" class=\"wp-caption alignright\" style=\"max-width: 640px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-large wp-image-11658016\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/03/GettyImages-696041472-1020x704.jpg\" alt=\"Is Uber making traffic worse?\" width=\"640\" height=\"442\">\u003cfigcaption class=\"wp-caption-text\">Is Uber making traffic worse? \u003ccite>(Spencer Platt/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>OAP: How many Uber and Lyft cars are actually on our streets?\u003c/strong>\u003c/p>\n\u003cp>EW: According to data gathered by the county of San Francisco, on an average weekday there are more than 5,700 Uber or Lyft vehicles in San Francisco during peak hours. On Friday, that goes up to 6,500.\u003c/p>\n\u003cp>\u003cstrong>OAP: What kind of rides are Lyft and Uber replacing? Are people using public transit or their personal cars less?\u003c/strong>\u003c/p>\n\u003cp>EW: The impact on transit is pretty complicated. It seems from a couple of studies, if you’re talking about a shorter trip, people are now more likely to choose not to take the bus and choose to take an Uber or Lyft instead. For a longer trip, it may be that some people are choosing to take public transit more and take Uber and Lyft towards the end of the trip.\u003c/p>\n\u003cp>BART actually did a study of their own riders who use Uber and Lyft, and about the same number said it made them more likely to ride BART as the number who said it made them less likely to ride BART. But I think a more key thing to look at is whether Uber and Lyft are creating rides where before someone wouldn’t have done a ride at all. And we don’t have data on that for San Francisco. But a study based out of UC Davis found that 49 to 61 percent of ride-hailing trips would not have been made by a car at all.\u003c/p>\n\u003cp>\u003cstrong>OAP: Wow. So that would be a lot more cars on the road.\u003c/strong>\u003c/p>\n\u003cp>EW: That would be a lot more cars.\u003c/p>\n\u003cp>\u003cstrong>OAP: And is there a scenario in which Uber and Lyft actually help reduce traffic? Because I imagine you could get to a point where so many people are relying on these services that they wouldn’t have cars of their own, and that could be a good thing.\u003c/strong>\u003c/p>\n\u003cp>EW: Yes, it’s possible. You can imagine ways that they would reduce traffic. If people are circling for parking less and taking those services more, and they’re so efficient that they’re always picking somebody up, that could reduce traffic. If people are taking public transit more and using Uber and Lyft for just the last bit of the journey, that could reduce traffic. The biggest way they could potentially reduce traffic is if people start to use it more as a carpooling service. So both Uber and Lyft have a carpool version of the service. For now they’re not as popular, but both Uber and Lyft are saying they want to increase the number of rides that happen through carpooling. … But you still have to remember, if you take three people out of a bus and put them into an Uber, that’s still increasing the number of vehicles on the road.\u003c/p>\n\u003cfigure id=\"attachment_11658006\" class=\"wp-caption alignright\" style=\"max-width: 640px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-large wp-image-11658006\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/03/GettyImages-71345268-1020x680.jpg\" alt=\"Traffic in the Bay Area\" width=\"640\" height=\"427\">\u003cfigcaption class=\"wp-caption-text\">Traffic in the Bay Area \u003ccite>(David Paul Morris/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>OAP: And what can governments do? Can our cities actually help with this problem?\u003c/strong>\u003c/p>\n\u003cp>EW: A lot of transportation planners say if you really want to decrease traffic, the way to do that is to charge people for driving. So right now there’s some talk in San Francisco of imposing some sort of charge for cars entering the city. Another way to do that could be to charge for every mile that people drive and you could put that kind of tax specifically on Uber or Lyft. Right now individual cities don’t have the authority to do that. In California, authority to regulate these companies is held by the state, and they’re not making moves like that. They’re not under the same kind of pressure of traffic as San Francisco.\u003c/p>\n\u003cp>\u003cstrong>OAP: So is there any hope for our listeners who just want some traffic relief? Is there anything that they can look forward to?\u003c/strong>\u003c/p>\n\u003cp>Well, I hope they have lots of things they can look forward to, but for traffic relief they’re going to have to hold out for a world where people are carpooling more. There is a hopeful case for when driverless cars come along, our whole network is going to be so smart that people are going to be carpooling all the time and there aren’t going to be more cars on the road than there have to be. I’m worried that the reality is going to be the opposite. As driverless cars come in, it costs even less to have a car out on the road than it does now. I wish I had good news for listeners, but I don’t feel like I do.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>[baycuriousquestion]\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Bay Curious Host Olivia Allen-Price sat down with KALW transportation reporter Eli Wirtschafter to see if our Bay Area traffic woes can be blamed on ride-hailing apps. The following is a lightly edited transcript.\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>OAP: Is traffic actually getting worse and could Lyft and Uber be to blame?\u003c/strong>\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003caside class=\"alignleft utils-parseShortcode-shortcodes-__bayCuriousPodcastShortcode__bayCurious\">\u003cimg src=https://cdn.kqed.org/wp-content/uploads/2023/02/bayCuriousLogo.png alt=\"Bay Curious Podcast\" loading=\"lazy\" />\n What do you wonder about the Bay Area, its culture or people that you want KQED to investigate?\n \u003ca href=\"/news/series/baycurious\">Ask Bay Curious.\u003c/a>\u003c/aside>\u003c/p>\u003cp>\u003c/p>\n\u003cp>EW: Big question. First of all, we know for sure that traffic has gotten worse in the Bay Area. We live it, and we see it every day. But there’s a lot of other reasons why traffic has increased. The Bay Area is becoming a lot more dense. In the last couple years the economy has been doing really well so people are going to jobs, people are going out at night, a lot of people are moving around. Gas is cheaper than it used to be. So there’s various things that we would expect to increase traffic. But at the same time these two services that started in San Francisco, Uber and Lyft, have become really popular. And there’s a lot of reasons to think that they could be increasing traffic as well.\u003c/p>\n\u003cp>\u003cstrong>OAP: So how might Uber and Lyft be creating more traffic?\u003c/strong>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>EW: Well, the first thing is the amount of time those cars are traveling without a passenger. So, when you drive your own car from one place to another, that’s just Point A to Point B. Lyft is going to take you from Point A to Point B and then is going to drive around waiting for someone else to join. So that looks like something that could add to miles traveled on the road.\u003c/p>\n\u003cp>\u003cstrong>OAP: Are there more cars on the road because of services like Uber and Lyft?\u003c/strong>\u003c/p>\n\u003cp>EW: Well, San Francisco was never a major taxi town. Even in 2012, before these services got big, taxis made up only around 1 percent of rides within San Francisco. Now a study by the county of San Francisco estimates 15 percent of trips inside the city are made through Uber and Lyft. That’s huge. That’s much bigger than taxis used to be.\u003c/p>\n\u003cfigure id=\"attachment_11658016\" class=\"wp-caption alignright\" style=\"max-width: 640px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-large wp-image-11658016\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/03/GettyImages-696041472-1020x704.jpg\" alt=\"Is Uber making traffic worse?\" width=\"640\" height=\"442\">\u003cfigcaption class=\"wp-caption-text\">Is Uber making traffic worse? \u003ccite>(Spencer Platt/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>OAP: How many Uber and Lyft cars are actually on our streets?\u003c/strong>\u003c/p>\n\u003cp>EW: According to data gathered by the county of San Francisco, on an average weekday there are more than 5,700 Uber or Lyft vehicles in San Francisco during peak hours. On Friday, that goes up to 6,500.\u003c/p>\n\u003cp>\u003cstrong>OAP: What kind of rides are Lyft and Uber replacing? Are people using public transit or their personal cars less?\u003c/strong>\u003c/p>\n\u003cp>EW: The impact on transit is pretty complicated. It seems from a couple of studies, if you’re talking about a shorter trip, people are now more likely to choose not to take the bus and choose to take an Uber or Lyft instead. For a longer trip, it may be that some people are choosing to take public transit more and take Uber and Lyft towards the end of the trip.\u003c/p>\n\u003cp>BART actually did a study of their own riders who use Uber and Lyft, and about the same number said it made them more likely to ride BART as the number who said it made them less likely to ride BART. But I think a more key thing to look at is whether Uber and Lyft are creating rides where before someone wouldn’t have done a ride at all. And we don’t have data on that for San Francisco. But a study based out of UC Davis found that 49 to 61 percent of ride-hailing trips would not have been made by a car at all.\u003c/p>\n\u003cp>\u003cstrong>OAP: Wow. So that would be a lot more cars on the road.\u003c/strong>\u003c/p>\n\u003cp>EW: That would be a lot more cars.\u003c/p>\n\u003cp>\u003cstrong>OAP: And is there a scenario in which Uber and Lyft actually help reduce traffic? Because I imagine you could get to a point where so many people are relying on these services that they wouldn’t have cars of their own, and that could be a good thing.\u003c/strong>\u003c/p>\n\u003cp>EW: Yes, it’s possible. You can imagine ways that they would reduce traffic. If people are circling for parking less and taking those services more, and they’re so efficient that they’re always picking somebody up, that could reduce traffic. If people are taking public transit more and using Uber and Lyft for just the last bit of the journey, that could reduce traffic. The biggest way they could potentially reduce traffic is if people start to use it more as a carpooling service. So both Uber and Lyft have a carpool version of the service. For now they’re not as popular, but both Uber and Lyft are saying they want to increase the number of rides that happen through carpooling. … But you still have to remember, if you take three people out of a bus and put them into an Uber, that’s still increasing the number of vehicles on the road.\u003c/p>\n\u003cfigure id=\"attachment_11658006\" class=\"wp-caption alignright\" style=\"max-width: 640px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-large wp-image-11658006\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/03/GettyImages-71345268-1020x680.jpg\" alt=\"Traffic in the Bay Area\" width=\"640\" height=\"427\">\u003cfigcaption class=\"wp-caption-text\">Traffic in the Bay Area \u003ccite>(David Paul Morris/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>OAP: And what can governments do? Can our cities actually help with this problem?\u003c/strong>\u003c/p>\n\u003cp>EW: A lot of transportation planners say if you really want to decrease traffic, the way to do that is to charge people for driving. So right now there’s some talk in San Francisco of imposing some sort of charge for cars entering the city. Another way to do that could be to charge for every mile that people drive and you could put that kind of tax specifically on Uber or Lyft. Right now individual cities don’t have the authority to do that. In California, authority to regulate these companies is held by the state, and they’re not making moves like that. They’re not under the same kind of pressure of traffic as San Francisco.\u003c/p>\n\u003cp>\u003cstrong>OAP: So is there any hope for our listeners who just want some traffic relief? Is there anything that they can look forward to?\u003c/strong>\u003c/p>\n\u003cp>Well, I hope they have lots of things they can look forward to, but for traffic relief they’re going to have to hold out for a world where people are carpooling more. There is a hopeful case for when driverless cars come along, our whole network is going to be so smart that people are going to be carpooling all the time and there aren’t going to be more cars on the road than there have to be. I’m worried that the reality is going to be the opposite. As driverless cars come in, it costs even less to have a car out on the road than it does now. I wish I had good news for listeners, but I don’t feel like I do.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>San Francisco state Sen. Scott Wiener describes his \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=201720180SB827\" rel=\"noopener\" target=\"_blank\">SB 827\u003c/a> — the lightning-rod legislation that has stirred statewide debate over housing policy with its mandate for intense development near transit — as “a very aggressive bill.” \u003c/p>\n\u003cp>But he has also been consistent in calling the bill, which would override key aspects of local zoning throughout the state and require cities to allow multi-story apartment or condo buildings within a half-mile of train stops and a quarter-mile of busy bus routes, as a work in progress.\u003c/p>\n\u003cp>The latest proof of that: Wiener introduced a second round of extensive amendments as the legislation moves toward a make-or-break committee hearing sometime in the next two weeks. \u003c/p>\n\u003cp>“I’ve said from the beginning … that we welcome constructive feedback, not only from supporters but from critics of the bill,” Wiener said Tuesday. “And over the last few months we’ve gotten some really amazing from people, including my colleagues, advocates, members of the community, local elected officials.”\u003c/p>\n\u003cp>The bill, introduced in early January and sponsored by pro-development “\u003ca href=\"https://cayimby.org/\" rel=\"noopener\" target=\"_blank\">Yes In My Back Yard\u003c/a>” activists backed largely by tech sector money, has aroused intense opposition among city officials and community groups throughout the state. \u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Supporters frame the measure as an urgent response to California’s growing housing affordability crisis, and one that makes wise use of investment in transit. Opponents criticize it for imposing state control over local planning decisions and as an instrument that could make displacement and gentrification in the state’s major cities worse. \u003c/p>\n\u003cp>Wiener’s first round of amendments, introduced last month, sought to calm displacement concerns by adding language to preserve local protections against evictions and building demolitions. The senator also added provisions requiring a right of return and payment of relocation expenses to tenants forced from their homes by development permitted under the bill. \u003c/p>\n\u003cp>With opposition continuing and the legislative clock ticking — under state Senate rules, the bill must clear the Transportation and Housing Committee by the end of the month — Wiener brought out a second round of amendments late Monday. \u003c/p>\n\u003cp>The revised bill scales back one of the its key density requirements, eliminating a provision that would have required local jurisdictions to permit buildings at least 85 feet tall on major streets near train stations, ferry terminals and along the busiest bus routes. The new height requirement would be 55 feet on those streets. \u003c/p>\n\u003cp>The amendments also add a more detailed description of the commuter bus lines that would define many of the areas that would qualify as “transit-rich” high-density development corridors.\u003c/p>\n\u003cp>The bill would also developers who build “transit-rich” projects permitted under the bill to pay for monthly transit passes to all residents in those new buildings. \u003c/p>\n\u003cp>Last year, Gov. Jerry Brown signed Wiener’s SB 35, an ambitious bill that seeks to streamline the permit approval process for affordable housing in cities that have lagged behind goals set in state law. \u003c/p>\n\u003cp>Wiener says winning passage of SB 827 will be a tougher fight. \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“This bill is harder than SB 35, first because we don’t have a whole housing package put together by the (legislative) leadership and the governor this year,” Wiener said. “We’re a little bit more on our own … the bill is not guaranteed to move forward.” \u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>San Francisco state Sen. Scott Wiener describes his \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=201720180SB827\" rel=\"noopener\" target=\"_blank\">SB 827\u003c/a> — the lightning-rod legislation that has stirred statewide debate over housing policy with its mandate for intense development near transit — as “a very aggressive bill.” \u003c/p>\n\u003cp>But he has also been consistent in calling the bill, which would override key aspects of local zoning throughout the state and require cities to allow multi-story apartment or condo buildings within a half-mile of train stops and a quarter-mile of busy bus routes, as a work in progress.\u003c/p>\n\u003cp>The latest proof of that: Wiener introduced a second round of extensive amendments as the legislation moves toward a make-or-break committee hearing sometime in the next two weeks. \u003c/p>\n\u003cp>“I’ve said from the beginning … that we welcome constructive feedback, not only from supporters but from critics of the bill,” Wiener said Tuesday. “And over the last few months we’ve gotten some really amazing from people, including my colleagues, advocates, members of the community, local elected officials.”\u003c/p>\n\u003cp>The bill, introduced in early January and sponsored by pro-development “\u003ca href=\"https://cayimby.org/\" rel=\"noopener\" target=\"_blank\">Yes In My Back Yard\u003c/a>” activists backed largely by tech sector money, has aroused intense opposition among city officials and community groups throughout the state. \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Supporters frame the measure as an urgent response to California’s growing housing affordability crisis, and one that makes wise use of investment in transit. Opponents criticize it for imposing state control over local planning decisions and as an instrument that could make displacement and gentrification in the state’s major cities worse. \u003c/p>\n\u003cp>Wiener’s first round of amendments, introduced last month, sought to calm displacement concerns by adding language to preserve local protections against evictions and building demolitions. The senator also added provisions requiring a right of return and payment of relocation expenses to tenants forced from their homes by development permitted under the bill. \u003c/p>\n\u003cp>With opposition continuing and the legislative clock ticking — under state Senate rules, the bill must clear the Transportation and Housing Committee by the end of the month — Wiener brought out a second round of amendments late Monday. \u003c/p>\n\u003cp>The revised bill scales back one of the its key density requirements, eliminating a provision that would have required local jurisdictions to permit buildings at least 85 feet tall on major streets near train stations, ferry terminals and along the busiest bus routes. The new height requirement would be 55 feet on those streets. \u003c/p>\n\u003cp>The amendments also add a more detailed description of the commuter bus lines that would define many of the areas that would qualify as “transit-rich” high-density development corridors.\u003c/p>\n\u003cp>The bill would also developers who build “transit-rich” projects permitted under the bill to pay for monthly transit passes to all residents in those new buildings. \u003c/p>\n\u003cp>Last year, Gov. Jerry Brown signed Wiener’s SB 35, an ambitious bill that seeks to streamline the permit approval process for affordable housing in cities that have lagged behind goals set in state law. \u003c/p>\n\u003cp>Wiener says winning passage of SB 827 will be a tougher fight. \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“This bill is harder than SB 35, first because we don’t have a whole housing package put together by the (legislative) leadership and the governor this year,” Wiener said. “We’re a little bit more on our own … the bill is not guaranteed to move forward.” \u003c/p>\n\n\u003c/div>\u003c/p>",
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"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
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"info": "Political Breakdown is a new series that explores the political intersection of California and the nation. Each week hosts Scott Shafer and Marisa Lagos are joined with a new special guest to unpack politics -- with personality — and offer an insider’s glimpse at how politics happens.",
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"info": "Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.",
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"radiolab": {
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"reveal": {
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},
"rightnowish": {
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"title": "Rightnowish",
"tagline": "Art is where you find it",
"info": "Rightnowish digs into life in the Bay Area right now… ish. Journalist Pendarvis Harshaw takes us to galleries painted on the sides of liquor stores in West Oakland. We'll dance in warehouses in the Bayview, make smoothies with kids in South Berkeley, and listen to classical music in a 1984 Cutlass Supreme in Richmond. Every week, Pen talks to movers and shakers about how the Bay Area shapes what they create, and how they shape the place we call home.",
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