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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Some expert opinions voiced in other outlets:\u003c/p>\n\u003cblockquote>\u003cp>From \u003ca href=\"https://www.nytimes.com/2018/04/30/business/economy/gig-economy-ruling.html\" rel=\"noopener\" target=\"_blank\">The New York Times\u003c/a>:\u003c/p>\n\u003cp>“It’s a massive thing — definitely a game-changer that will force everyone to take a fresh look at the whole issue,” said Richard Meneghello, a co-chairman of the gig-economy practice group at the management-side law firm Fisher Phillips. ... \u003c/p>\n\u003cp>... In a recent case involving the restaurant ordering and delivery service GrubHub, for example, a California judge found that food delivery was a regular part of the company’s business in Los Angeles, where the plaintiff worked, potentially satisfying the ABC test. But she ruled in favor of the company, concluding that it did not exert sufficient control over the worker to be considered an employer.\u003c/p>\n\u003cp>Shannon Liss-Riordan, the attorney for the plaintiff in that case, said she would seek reconsideration in light of the new ruling.\u003c/p>\n\u003cp>GrubHub said in a statement that it was aware of Monday’s ruling but could not comment because of the appeals process in the case, other than to say it “will continue to ensure delivery partners can take advantage of the flexibility they value from working with our company.”\u003c/p>\u003c/blockquote>\n\u003cp>\u003c/p>\n\u003cp>And from \u003ca href=\"https://www.sfchronicle.com/business/article/Gig-workers-could-gain-employee-status-with-12875715.php\" rel=\"noopener\" target=\"_blank\">the San Francisco Chronicle\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>Andrew Livingston, a lawyer for employer organizations in California that filed arguments in support of Dynamex, said the ruling abandoned a standard that California courts had used for 30 years to determine employment status, based largely on how much control a business exercised over wages, hours and working conditions.\u003c/p>\n\u003cp>“This will create challenges for employers,” Livingston said. “At least for wage and hour purposes, this will increase the number of individuals who are considered employees in California.”\u003c/p>\u003c/blockquote>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>San Francisco's #ScooterWars continued Thursday with city transportation officials getting \u003ca href=\"http://bit.ly/fiorescooterbird\">immediate pushback\u003c/a> from one of the main electric rental scooter startups.\u003c/p>\n\u003cp>San Francisco Municipal Transportation Agency staff proposed a cap of 500 scooters each for five companies during a 24-month pilot project.\u003c/p>\n\u003cp>Bird said it was already operating 1,614 dockless scooters in the city.\u003c/p>\n\u003cp>There have been numerous complaints about battery-powered rental scooters throughout San Francisco, ranging from the fact that they were distributed without permits to reports of hazardous riding and sidewalk obstruction.\u003c/p>\n\u003cp>Scooter startups point to the environmental benefits of having a cleaner mode of transportation that helps reduce traffic congestion.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>One of the goals of SFMTA's 24-month pilot program is to determine how scooters are being used and how they fit into the city's overall transportation environment.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>San Francisco's #ScooterWars continued Thursday with city transportation officials getting \u003ca href=\"http://bit.ly/fiorescooterbird\">immediate pushback\u003c/a> from one of the main electric rental scooter startups.\u003c/p>\n\u003cp>San Francisco Municipal Transportation Agency staff proposed a cap of 500 scooters each for five companies during a 24-month pilot project.\u003c/p>\n\u003cp>Bird said it was already operating 1,614 dockless scooters in the city.\u003c/p>\n\u003cp>There have been numerous complaints about battery-powered rental scooters throughout San Francisco, ranging from the fact that they were distributed without permits to reports of hazardous riding and sidewalk obstruction.\u003c/p>\n\u003cp>Scooter startups point to the environmental benefits of having a cleaner mode of transportation that helps reduce traffic congestion.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "Bird Pushes Back Against S.F. Proposal to Limit Scooter Fleets",
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"content": "\u003cp>\u003cstrong>Updated 2 p.m. Thursday\u003c/strong>\u003c/p>\n\u003cp>San Francisco transportation officials have unveiled the outlines of their plan to regulate electric stand-up rental scooters -- and gotten immediate pushback from the biggest of the scooter firms. \u003c/p>\n\u003cp>In \u003ca href=\"https://www.sfmta.com/sites/default/files/reports-and-documents/2018/04/4-25-18_emsc_item_8_pilot_scooter_share_program_permit_slide_presentation.pdf\" rel=\"noopener\" target=\"_blank\">a presentation\u003c/a> to a San Francisco Municipal Transportation Agency committee on Wednesday, agency staff said they contemplated a 24-month pilot project in which the city would permit as many as five companies to operate up to 500 scooters each. \u003c/p>\n\u003cp>Bird, one of the three companies that began operating the rental scooters in San Francisco last month, immediately challenged the proposed cap on scooters.\u003c/p>\n\u003cp>\"We think that a firm cap of 500 scooters per company is something that's arbitrary and doesn't take into account demand that's already been shown,\" said David Estrada, chief legal officer and head of government relations at Bird. \u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>He added that the company considers the current SFMTA proposal -- which could be submitted for approval by the agency's board next week -- to be \"a draft for discussion.\" \u003c/p>\n\u003cp>Bird said Wednesday that as of last week it already was operating 1,614 scooters in the city. The company says that in its first 30 days of operation, it recorded 95,418 trips by 32,211 individual riders covering 143,725 miles -- an average of about a mile and a half per ride. \u003c/p>\n\u003cp>For a little context, Bird's ridership in its first 30 days averaged about 3,200 trips a day -- and close to 5,000 a day by last week. San Francisco transportation officials estimated the number of daily trips in the city by all modes last year at 4.1 million. That estimate includes 1.6 million trips a day by private cars, including 155,000 by Uber and Lyft. \u003c/p>\n\u003cp>Bird and its current scooter competitors in the city -- Spin and LimeBike -- all say their vehicles could be an important part of reducing traffic congestion and helping San Francisco realize its long-term goals of dramatically reducing car trips and greenhouse gas emissions. \u003c/p>\n\u003cp>Bird says it wants the city to adopt what it calls \"dynamic caps\" for scooter fleets -- essentially by letting companies determine the number of vehicles they deploy by user demand. \u003c/p>\n\u003cp>\"We would look at how much the users are using each vehicle,\" Estrada said. \"The way we think is the right way to do it is to cap the supply such that you don't add more supply unless your fleet of scooters is being utilized on average three rides per day per scooter.\"\u003c/p>\n\u003cp>A LimeBike spokesman said the firm will issue a response to the SFMTA proposal on Friday. Spin said it's reviewing the proposal and \"deferring to SFMTA.\" \u003c/p>\n\u003cp>The regulation and permit process is the city's response to complaints that arose after the three companies launched the mini-vehicles without notice last month. Complaints have centered on users riding illegally on sidewalks and haphazardly parked scooters obstructing sidewalks. The city's Public Works agency says it has seized about 350 improperly parked scooters over the last 10 days. \u003c/p>\n\u003cp>City Attorney Dennis Herrera last week sent Spin, Bird and LimeBike cease-and-desist letters, and the firms face a deadline next Monday to file reports on what they're doing to end careless and/or illegal behavior by riders. \u003c/p>\n\u003cp>All three companies have vowed to act on the problems the city has raised. Bird's Estrada said concerns about sidewalk-riding and sloppy parking can be addressed through public safety and rider education campaigns -- while still allowing large numbers of scooters to be deployed. \u003c/p>\n\u003cp>\"All of that is solvable,\" Estrada said. \"The way we're not going to solve it is if we simply and reflexively cap the number of vehicles. All that's going to do is slow down something that's shown a lot of promise for taking cars off the road.\"\u003c/p>\n\u003cp>The SFMTA's Jamie Parks told a Board of Supervisors hearing last week that one of the agency's main goals in developing regulations was to understand how the scooters are being used -- whether, for instance, they're actually replacing trips taken by Uber and Lyft. \u003c/p>\n\u003cp>To accomplish that, the SFMTA's proposed permit rules for the 24-month pilot would require companies to share detailed data about how and when the scooters are used. The agency would also require the companies to have fare plans for low-income riders and adopt policies on user education privacy of user data. The firms would also need agree to operate in approved service areas and provide proof of insurance. \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Parks said in an email Wednesday that the proposed cap of 500 scooters per permit -- a total of 2,500 citywide --could be raised if the 24-month pilot proves successful. The SFMTA estimates that a total of 2,000 to 2,500 scooters from the three firms are currently on the street. \u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>Updated 2 p.m. Thursday\u003c/strong>\u003c/p>\n\u003cp>San Francisco transportation officials have unveiled the outlines of their plan to regulate electric stand-up rental scooters -- and gotten immediate pushback from the biggest of the scooter firms. \u003c/p>\n\u003cp>In \u003ca href=\"https://www.sfmta.com/sites/default/files/reports-and-documents/2018/04/4-25-18_emsc_item_8_pilot_scooter_share_program_permit_slide_presentation.pdf\" rel=\"noopener\" target=\"_blank\">a presentation\u003c/a> to a San Francisco Municipal Transportation Agency committee on Wednesday, agency staff said they contemplated a 24-month pilot project in which the city would permit as many as five companies to operate up to 500 scooters each. \u003c/p>\n\u003cp>Bird, one of the three companies that began operating the rental scooters in San Francisco last month, immediately challenged the proposed cap on scooters.\u003c/p>\n\u003cp>\"We think that a firm cap of 500 scooters per company is something that's arbitrary and doesn't take into account demand that's already been shown,\" said David Estrada, chief legal officer and head of government relations at Bird. \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>He added that the company considers the current SFMTA proposal -- which could be submitted for approval by the agency's board next week -- to be \"a draft for discussion.\" \u003c/p>\n\u003cp>Bird said Wednesday that as of last week it already was operating 1,614 scooters in the city. The company says that in its first 30 days of operation, it recorded 95,418 trips by 32,211 individual riders covering 143,725 miles -- an average of about a mile and a half per ride. \u003c/p>\n\u003cp>For a little context, Bird's ridership in its first 30 days averaged about 3,200 trips a day -- and close to 5,000 a day by last week. San Francisco transportation officials estimated the number of daily trips in the city by all modes last year at 4.1 million. That estimate includes 1.6 million trips a day by private cars, including 155,000 by Uber and Lyft. \u003c/p>\n\u003cp>Bird and its current scooter competitors in the city -- Spin and LimeBike -- all say their vehicles could be an important part of reducing traffic congestion and helping San Francisco realize its long-term goals of dramatically reducing car trips and greenhouse gas emissions. \u003c/p>\n\u003cp>Bird says it wants the city to adopt what it calls \"dynamic caps\" for scooter fleets -- essentially by letting companies determine the number of vehicles they deploy by user demand. \u003c/p>\n\u003cp>\"We would look at how much the users are using each vehicle,\" Estrada said. \"The way we think is the right way to do it is to cap the supply such that you don't add more supply unless your fleet of scooters is being utilized on average three rides per day per scooter.\"\u003c/p>\n\u003cp>A LimeBike spokesman said the firm will issue a response to the SFMTA proposal on Friday. Spin said it's reviewing the proposal and \"deferring to SFMTA.\" \u003c/p>\n\u003cp>The regulation and permit process is the city's response to complaints that arose after the three companies launched the mini-vehicles without notice last month. Complaints have centered on users riding illegally on sidewalks and haphazardly parked scooters obstructing sidewalks. The city's Public Works agency says it has seized about 350 improperly parked scooters over the last 10 days. \u003c/p>\n\u003cp>City Attorney Dennis Herrera last week sent Spin, Bird and LimeBike cease-and-desist letters, and the firms face a deadline next Monday to file reports on what they're doing to end careless and/or illegal behavior by riders. \u003c/p>\n\u003cp>All three companies have vowed to act on the problems the city has raised. Bird's Estrada said concerns about sidewalk-riding and sloppy parking can be addressed through public safety and rider education campaigns -- while still allowing large numbers of scooters to be deployed. \u003c/p>\n\u003cp>\"All of that is solvable,\" Estrada said. \"The way we're not going to solve it is if we simply and reflexively cap the number of vehicles. All that's going to do is slow down something that's shown a lot of promise for taking cars off the road.\"\u003c/p>\n\u003cp>The SFMTA's Jamie Parks told a Board of Supervisors hearing last week that one of the agency's main goals in developing regulations was to understand how the scooters are being used -- whether, for instance, they're actually replacing trips taken by Uber and Lyft. \u003c/p>\n\u003cp>To accomplish that, the SFMTA's proposed permit rules for the 24-month pilot would require companies to share detailed data about how and when the scooters are used. The agency would also require the companies to have fare plans for low-income riders and adopt policies on user education privacy of user data. The firms would also need agree to operate in approved service areas and provide proof of insurance. \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Parks said in an email Wednesday that the proposed cap of 500 scooters per permit -- a total of 2,500 citywide --could be raised if the 24-month pilot proves successful. The SFMTA estimates that a total of 2,000 to 2,500 scooters from the three firms are currently on the street. \u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Love them or hate them, scooters are on the rise in San Francisco and \u003ca href=\"http://bit.ly/fiorescooterregs\">regulation is coming.\u003c/a>\u003c/p>\n\u003cp>Unless the San Francisco Metropolitan Transportation Agency establishes a permit application process by the end of May, the three companies distributing scooters across the city will have to stop.\u003c/p>\n\u003cp>Supervisor Aaron Peskin's scooter ordinance -- which passed the Board of Supervisors' Land Use and Transportation Committee unanimously -- would make it illegal to distribute scooters without a permit.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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"content": "\u003cp>The most \u003ca href=\"https://calmatters.org/articles/what-to-know-about-the-housing-bill-that-has-people-freaking-out-from-marin-to-compton/\">controversial\u003c/a> state housing bill in recent memory died with a pretty resounding thud.\u003c/p>\n\u003cp>\u003ca href=\"http://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201720180SB827\">Senate Bill 827,\u003c/a> which would have forced cities to allow taller, denser development around public transit, got only four votes on the 13-member Senate Committee on Transportation and Housing. Both Democratic and Republican lawmakers voted against the bill.\u003c/p>\n\u003cp>Authored by state Sen. Scott Wiener, a Democrat from San Francisco, the bill would have allowed developers to build five-story apartment buildings near major public transit stops, including neighborhoods previously zoned for single-family homes. The bill received a ton of media attention, both in California and nationally, including a fairly flattering \u003ca href=\"https://www.nytimes.com/2018/03/16/business/energy-environment/climate-density.html\">write-up\u003c/a> on the front page of the New York Times.\u003c/p>\n\u003cp>Urbanist “Yes In My Backyard” (YIMBY) groups mourned the bill’s death as yet another roadblock to building the new housing the state so desperately needs. Cities and anti-gentrification groups cheered the demise of what they viewed as an unprecedented inroad on local control.\u003c/p>\n\u003cp>What to make of all the hubbub? Some key takeaways:\u003c/p>\n\u003ch2>Enemies, enemies, got a lot of enemies\u003c/h2>\n\u003cp>It’s tough for anyone to take on cities and counties, which wield enormous power in Sacramento and to whom state legislators often give considerable deference. It’s tough for anyone to take on the construction trades union, a major source of campaign contributions for Democratic lawmakers. It’s tough for anyone to take on equity and social justice groups, who can bend the ear of progressive legislators.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>It’s really tough to take on all three at the same time. That likely wasn’t Wiener’s strategy when he introduced SB 827, but that’s ultimately what helped doom the bill. The support of real estate agents, developers, YIMBYs and a handful of affordable housing advocates couldn’t muster the votes he needed.\u003c/p>\n\u003cp>Supporters of the bill arguably made a misstep in not courting social justice groups early enough. A flurry of \u003ca href=\"https://medium.com/@Scott_Wiener/sb-827-amendments-affordability-transit-lines-height-ellis-act-protections-more-fae09ee3f897\">amendments\u003c/a> to protect renters from being displaced and to force developers to include units reserved for lower-income tenants failed to calm their concerns.\u003c/p>\n\u003cp>Last year, Wiener was able to push through \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201720180SB35\">a bill\u003c/a> that stripped local control over some housing developments by getting labor and affordability advocates on his side. That bill was also part of a \u003ca href=\"http://www.latimes.com/politics/essential/la-pol-ca-essential-politics-updates-california-senate-passes-package-of-1496339298-htmlstory.html\">larger package\u003c/a> of housing legislation that had something for everyone, including a new revenue source. Gov. Jerry Brown was a driving force behind that package.\u003c/p>\n\u003cp>None of that happened this time.\u003c/p>\n\u003cfigure id=\"attachment_11663122\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11663122\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/827Opponents-800x476.jpg\" alt=\"Opponents came from San Francisco and its environs to lobby against the bill—and the gentrification they feared it would bring.\" width=\"800\" height=\"476\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/827Opponents.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/827Opponents-160x95.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/827Opponents-240x143.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/827Opponents-375x223.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/827Opponents-520x309.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Opponents came from San Francisco and its environs to lobby against the bill—and the gentrification they feared it would bring. \u003ccite>(Matt Levin/CALmatters)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>The bill did spark a statewide debate on whether to up density to help remedy our housing crisis\u003c/h2>\n\u003cp>What Wiener was attempting was truly revolutionary. You can debate how dramatically the character of a city would change by building a five-story apartment building next to a single-family home. But taking away the power of local governments to block those types of developments was a pretty radical step—a step that a growing number of Californians think is necessary to prevent cities from obstructing new housing.\u003c/p>\n\u003cp>The bill garnered support from prominent urban planners, environmentalists and civil rights advocates. It’s both cliched and premature to say it shifted the needle on the housing debate. But it certainly framed the conversation squarely around the state’s role in compelling cities to build.\u003c/p>\n\u003ch2>Expect something like this to come back soon\u003c/h2>\n\u003cp>Nearly every Democratic legislator who voted against SB 827 caveated their opposition by praising the bill’s vision and audacity. Sen. Jim Beall, a Democrat from San Jose and chair of the housing committee, said at the hearing that while he couldn’t support the bill in its current form, he was eager to work on something like it in the months ahead.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Could SB 827 ever rise from the dead? Well for his part, Wiener has vowed to reintroduce something like it in the future. Combining his push for density around transit stations with a broader mix of tenant protections and new funding for affordable housing could make it more palatable to the interest groups Wiener needs to succeed.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The most \u003ca href=\"https://calmatters.org/articles/what-to-know-about-the-housing-bill-that-has-people-freaking-out-from-marin-to-compton/\">controversial\u003c/a> state housing bill in recent memory died with a pretty resounding thud.\u003c/p>\n\u003cp>\u003ca href=\"http://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201720180SB827\">Senate Bill 827,\u003c/a> which would have forced cities to allow taller, denser development around public transit, got only four votes on the 13-member Senate Committee on Transportation and Housing. Both Democratic and Republican lawmakers voted against the bill.\u003c/p>\n\u003cp>Authored by state Sen. Scott Wiener, a Democrat from San Francisco, the bill would have allowed developers to build five-story apartment buildings near major public transit stops, including neighborhoods previously zoned for single-family homes. The bill received a ton of media attention, both in California and nationally, including a fairly flattering \u003ca href=\"https://www.nytimes.com/2018/03/16/business/energy-environment/climate-density.html\">write-up\u003c/a> on the front page of the New York Times.\u003c/p>\n\u003cp>Urbanist “Yes In My Backyard” (YIMBY) groups mourned the bill’s death as yet another roadblock to building the new housing the state so desperately needs. Cities and anti-gentrification groups cheered the demise of what they viewed as an unprecedented inroad on local control.\u003c/p>\n\u003cp>What to make of all the hubbub? Some key takeaways:\u003c/p>\n\u003ch2>Enemies, enemies, got a lot of enemies\u003c/h2>\n\u003cp>It’s tough for anyone to take on cities and counties, which wield enormous power in Sacramento and to whom state legislators often give considerable deference. It’s tough for anyone to take on the construction trades union, a major source of campaign contributions for Democratic lawmakers. It’s tough for anyone to take on equity and social justice groups, who can bend the ear of progressive legislators.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>It’s really tough to take on all three at the same time. That likely wasn’t Wiener’s strategy when he introduced SB 827, but that’s ultimately what helped doom the bill. The support of real estate agents, developers, YIMBYs and a handful of affordable housing advocates couldn’t muster the votes he needed.\u003c/p>\n\u003cp>Supporters of the bill arguably made a misstep in not courting social justice groups early enough. A flurry of \u003ca href=\"https://medium.com/@Scott_Wiener/sb-827-amendments-affordability-transit-lines-height-ellis-act-protections-more-fae09ee3f897\">amendments\u003c/a> to protect renters from being displaced and to force developers to include units reserved for lower-income tenants failed to calm their concerns.\u003c/p>\n\u003cp>Last year, Wiener was able to push through \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201720180SB35\">a bill\u003c/a> that stripped local control over some housing developments by getting labor and affordability advocates on his side. That bill was also part of a \u003ca href=\"http://www.latimes.com/politics/essential/la-pol-ca-essential-politics-updates-california-senate-passes-package-of-1496339298-htmlstory.html\">larger package\u003c/a> of housing legislation that had something for everyone, including a new revenue source. Gov. Jerry Brown was a driving force behind that package.\u003c/p>\n\u003cp>None of that happened this time.\u003c/p>\n\u003cfigure id=\"attachment_11663122\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11663122\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/827Opponents-800x476.jpg\" alt=\"Opponents came from San Francisco and its environs to lobby against the bill—and the gentrification they feared it would bring.\" width=\"800\" height=\"476\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/827Opponents.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/827Opponents-160x95.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/827Opponents-240x143.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/827Opponents-375x223.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/827Opponents-520x309.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Opponents came from San Francisco and its environs to lobby against the bill—and the gentrification they feared it would bring. \u003ccite>(Matt Levin/CALmatters)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>The bill did spark a statewide debate on whether to up density to help remedy our housing crisis\u003c/h2>\n\u003cp>What Wiener was attempting was truly revolutionary. You can debate how dramatically the character of a city would change by building a five-story apartment building next to a single-family home. But taking away the power of local governments to block those types of developments was a pretty radical step—a step that a growing number of Californians think is necessary to prevent cities from obstructing new housing.\u003c/p>\n\u003cp>The bill garnered support from prominent urban planners, environmentalists and civil rights advocates. It’s both cliched and premature to say it shifted the needle on the housing debate. But it certainly framed the conversation squarely around the state’s role in compelling cities to build.\u003c/p>\n\u003ch2>Expect something like this to come back soon\u003c/h2>\n\u003cp>Nearly every Democratic legislator who voted against SB 827 caveated their opposition by praising the bill’s vision and audacity. Sen. Jim Beall, a Democrat from San Jose and chair of the housing committee, said at the hearing that while he couldn’t support the bill in its current form, he was eager to work on something like it in the months ahead.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Could SB 827 ever rise from the dead? Well for his part, Wiener has vowed to reintroduce something like it in the future. Combining his push for density around transit stations with a broader mix of tenant protections and new funding for affordable housing could make it more palatable to the interest groups Wiener needs to succeed.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Tesla did not take kindly to Reveal's \u003ca href=\"http://bit.ly/fioreteslareveal\">report about injuries at the company's Fremont plant\u003c/a>, calling the nonprofit news outlet that reported it, \"an extremist organization.\"\u003c/p>\n\u003cp>\u003ca href=\"https://www.revealnews.org/\">Reveal\u003c/a>, named a Pulitzer Prize finalist on Monday and the public face of the Bay Area's Center for Investigative Reporting, has been a fixture in journalism since 1977.\u003c/p>\n\u003cp>Beset by ongoing production problems, Tesla announced on Tuesday it was temporarily suspending manufacturing of the Model 3.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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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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"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",
"description": "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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"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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"tagline": "Where conversation and cultura meet",
"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
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"info": "The Political Mind of Jerry Brown brings listeners the wisdom of the former Governor, Mayor, and presidential candidate. Scott Shafer interviewed Brown for more than 40 hours, covering the former governor's life and half-century in the political game – and Brown has some lessons he'd like to share. ",
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"marketplace": {
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"title": "Marketplace",
"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
"airtime": "MON-FRI 4pm-4:30pm, MON-WED 6:30pm-7pm",
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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": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
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"info": "Our weekly podcast explores how the media 'sausage' is made, casts an incisive eye on fluctuations in the marketplace of ideas, and examines threats to the freedom of information and expression in America and abroad. For one hour a week, the show tries to lift the veil from the process of \"making media,\" especially news media, because it's through that lens that we see the world and the world sees us",
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"politicalbreakdown": {
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"title": "Political Breakdown",
"tagline": "Politics from a personal perspective",
"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.",
"airtime": "THU 6:30pm-7pm",
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"possible": {
"id": "possible",
"title": "Possible",
"info": "Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.",
"airtime": "SUN 2pm",
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"pri-the-world": {
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"title": "PRI's The World: Latest Edition",
"info": "Each weekday, host Marco Werman and his team of producers bring you the world's most interesting stories in an hour of radio that reminds us just how small our planet really is.",
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"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-World-Podcast-Tile-360x360-1.jpg",
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"radiolab": {
"id": "radiolab",
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"info": "A two-time Peabody Award-winner, Radiolab is an investigation told through sounds and stories, and centered around one big idea. In the Radiolab world, information sounds like music and science and culture collide. Hosted by Jad Abumrad and Robert Krulwich, the show is designed for listeners who demand skepticism, but appreciate wonder. WNYC Studios is the producer of other leading podcasts including Freakonomics Radio, Death, Sex & Money, On the Media and many more.",
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"reveal": {
"id": "reveal",
"title": "Reveal",
"info": "Created by The Center for Investigative Reporting and PRX, Reveal is public radios first one-hour weekly radio show and podcast dedicated to investigative reporting. Credible, fact based and without a partisan agenda, Reveal combines the power and artistry of driveway moment storytelling with data-rich reporting on critically important issues. The result is stories that inform and inspire, arming our listeners with information to right injustices, hold the powerful accountable and improve lives.Reveal is hosted by Al Letson and showcases the award-winning work of CIR and newsrooms large and small across the nation. In a radio and podcast market crowded with choices, Reveal focuses on important and often surprising stories that illuminate the world for our listeners.",
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},
"rightnowish": {
"id": "rightnowish",
"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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},
"science-friday": {
"id": "science-friday",
"title": "Science Friday",
"info": "Science Friday is a weekly science talk show, broadcast live over public radio stations nationwide. Each week, the show focuses on science topics that are in the news and tries to bring an educated, balanced discussion to bear on the scientific issues at hand. Panels of expert guests join host Ira Flatow, a veteran science journalist, to discuss science and to take questions from listeners during the call-in portion of the program.",
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"snap-judgment": {
"id": "snap-judgment",
"title": "Snap Judgment",
"tagline": "Real stories with killer beats",
"info": "The Snap Judgment radio show and podcast mixes real stories with killer beats to produce cinematic, dramatic radio. Snap's musical brand of storytelling dares listeners to see the world through the eyes of another. This is storytelling... with a BEAT!! Snap first aired on public radio stations nationwide in July 2010. Today, Snap Judgment airs on over 450 public radio stations and is brought to the airwaves by KQED & PRX.",
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},
"soldout": {
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