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"content": "\u003cp>A week after welcoming thousands of workers back to its electric car plant in Fremont in defiance of Alameda County health orders, Tesla is officially \u003ca href=\"https://www.sfchronicle.com/business/article/Tesla-tells-employees-that-Fremont-factory-got-15276512.php\" rel=\"noopener noreferrer\" target=\"_blank\">resuming full production\u003c/a> at the facility. \u003c/p>\n\u003cp>At the same time, Alameda County joined other jurisdictions in the region Monday in taking the next step toward reopening businesses on a broader scale. With the number of new coronavirus cases and COVID-19 deaths leveling off, the county \u003ca href=\"http://www.acphd.org/media/577747/press%20release%202020.05.18.pdf\" rel=\"noopener noreferrer\" target=\"_blank\">will allow\u003c/a> curbside retail along with manufacturing and warehouse firms.\u003c/p>\n\u003cp>But the battle between the company and the county is not over, with \u003ca href=\"https://assets.documentcloud.org/documents/6887676/Tesla-v-Alameda-County.pdf\" rel=\"noopener noreferrer\" target=\"_blank\">a Tesla lawsuit\u003c/a> challenging the health officials’ authority to shut down the plant during the coronavirus pandemic still pending in federal court. \u003c/p>\n\u003cp>And some critics of Tesla CEO Elon Musk say issues raised by his false and inflammatory statements about shelter-at-home orders, threats to move the company, personal insults to health officials and open contempt for directives intended to protect company workers remain unresolved.\u003c/p>\n\u003cp>[pullquote size=\"medium\" align=\"right\" citation=\"Robert Reich, UC Berkeley professor of public policy and former US secretary of labor\"]‘Who is calling the shots here? Public health authorities … who are there to protect people, or a very wealthy billionaire businessman who is there basically to maximize shareholder value and his own wealth?’[/pullquote]\u003c/p>\n\u003cp>Musk \u003ca href=\"https://www.theguardian.com/technology/2020/may/12/elon-musk-tesla-reopening-lockdown-timeline\" rel=\"noopener noreferrer\" target=\"_blank\">has publicly questioned\u003c/a> the seriousness of the coronavirus threat ever since pandemic began. When six Bay Area counties and the city of Berkeley imposed the nation’s first shelter-at-home orders in mid-March, Musk told Tesla employees he intended to continue working. The Fremont plant shut down a week late and only after a public dispute involving the Alameda County Sheriff’s Office. \u003c/p>\n\u003cp>Musk’s displeasure with the COVID-19 measures spilled out in a Tesla earnings call on April 29, when he noted that the Fremont factory’s continued closure posed a “serious risk” to the company’s financial performance. \u003c/p>\n\u003cp>He went on to describe the health orders, which had just been extended, as “forcibly imprisoning people in their homes against all their constitutional rights, in my opinion, and breaking people’s freedom in ways that are horrible and wrong and not why people came to America or built this country.” \u003c/p>\n\u003cp>He wasn’t finished. In answer to another question, he repeated his baseless claim that people were subject to arrest if they left home.\u003c/p>\n\u003cp>“This is fascist,” he said. “This is not democratic. This is not freedom. Give the people back their goddamn freedom.” \u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Fast forward to the week before last. In the midst of discussions between Alameda County and Tesla plant officials that appeared \u003ca href=\"https://www.nytimes.com/2020/05/09/business/coronavirus-elon-musk-tesla-california.html\" rel=\"noopener noreferrer\" target=\"_blank\">headed toward an agreement\u003c/a> to open the Fremont facility on May 18, Musk began agitating for an immediate restart. \u003c/p>\n\u003cp>Tesla filed suit, arguing that county health orders were in conflict with state directives that allowed some manufacturing to resume. Musk also took a swipe at Alameda County’s interim health officer, Dr. Erica Pan — calling her “ignorant and unelected”— and warned that he was ready to move his company out of California altogether. \u003c/p>\n\u003cp>https://twitter.com/elonmusk/status/1259162367285317633\u003c/p>\n\u003cp>Then came last week’s reopening — signaled first by the appearance of thousands of employee cars at the plant, then by Musk’s tweet that the plant was resuming production and that he was willing to be arrested, and finally by Alameda County’s repeated conciliatory statements that it was working things out with plant managers and that the company had a satisfactory plan to go ahead with a ramp up from “basic minimum operations” in preparation for a restart. \u003c/p>\n\u003cp>Asked on CNN’s “State of the Union” program on Sunday whether Tesla had been given preferential treatment when it suffered no legal consequences for disobeying the health orders, Gov. Gavin Newsom praised \u003ca href=\"https://www.cnn.com/videos/politics/2020/05/17/sotu-newsom-tesla-treatment.cnn\" rel=\"noopener noreferrer\" target=\"_blank\">what he called\u003c/a> “the spirit of cooperation” shown by the county and company. \u003c/p>\n\u003cp>Newsom’s remarks were in line with sentiments expressed last week by Jim Wunderman, president and CEO of the Bay Area Council, a group representing hundreds of businesses and public agencies in the region. \u003c/p>\n\u003cp>“We have the world’s most iconic automobile manufacturer here in the Bay Area, which we’d like to keep,” Wunderman said in an interview. “It’s not just an auto manufacturer. They’re making the kind of vehicles that are the future of the world. They’re contributing something very special.” \u003c/p>\n\u003cp>He said the council was “very satisfied” with Tesla getting back to work, though “under no circumstances are we suggesting any business owner violate any regs or anything like that. We didn’t in this case, and we wouldn’t in any other case.”\u003c/p>\n\u003cp>Asked what he would make of the situation if he were a bookseller or florist or other small business owner required to remain closed while Musk and Tesla defied the Alameda County orders, Wunderman said the automaker’s situation is unique. \u003c/p>\n\u003cp>“Look, in the real world, as a bookseller or a florist — and we love our booksellers and we revere our florists — they don’t have the leverage Tesla had with 10,000 employees and the kind of financial value and impact that a plant like (Fremont) has,” Wunderman said. \u003c/p>\n\u003cp>[aside postID=\"news_11817565,news_11801138,news_11788180\" label=\"Elon Musk and Tesla\"]Wunderman said the Bay Area counties had been “heroes — they save maybe hundreds or thousands of lives” by imposing shelter-at-home orders when they did. \u003c/p>\n\u003cp>“Let’s not kid around about that — they did a great job,” he said. “But now they have to do the great job of getting folks back to work.” \u003c/p>\n\u003cp>But Robert Reich, former secretary of labor and a professor of public policy at UC Berkeley, says the way Tesla went about its reopening sets a terrible precedent. \u003c/p>\n\u003cp>“It puts every business owner in an awkward and difficult position, because if you have enough wealth and power, you have political clout and you can defy orders and you can get what you want,” Reich said. “But most people who are in business can’t do that and should not do that. They understand that they have to obey the law, that they have certain social responsibilities.”\u003c/p>\n\u003cp>Reich said Musk failed in those responsibilities by reopening the plant before health authorities had signed off on the company’s safety measures. He was especially critical of Musk for putting employees who have exhausted their paid time off in the position of having to report to work amid the pandemic or not get paid. \u003c/p>\n\u003cp>“That is the worst and most inhumane choice you can impose,” Reich said. \u003c/p>\n\u003cp>Reich said he believes Tesla and Musk should face some state sanction for defying the county health orders. \u003c/p>\n\u003cp>“Who is calling the shots here?” he asked. “Public health authorities and authorities who are there to protect people or a very wealthy billionaire businessman who is there basically to maximize shareholder value and his own wealth?”\u003c/p>\n\u003cp>Ann Skeet, senior director of leadership ethics at Santa Clara University’s Markkula Center for Applied Ethics, said last week that Musk’s behavior followed a familiar arc.\u003c/p>\n\u003cp>“Silicon Valley leaders unfortunately have a reputation for disregard for laws and regulations, and they tend to wear it as a badge of honor,” Skeet said. “It’s not necessarily productive, and it’s certainly not considerate of the rest of the community and the broader society they’re operating in.”\u003c/p>\n\u003cp>Skeet said there were other aspects of Musk’s confrontation with county authorities that “were not a good look.” \u003c/p>\n\u003cp>“Another overlay that’s really unfortunate is a highly qualified female authority being challenged by a male tech CEO in a community, Silicon Valley, that already has not a great reputation for gender relationships,” she said.\u003c/p>\n\u003cp>Skeet said she believes that companies’ behavior will have lasting effects. \u003c/p>\n\u003cp>“People are going to have long memories on how leaders have responded in this moment,” she said. “And leaders who have put the health and well-being of their workers and customers front and center are going to bounce back more quickly, I think, than those that haven’t.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A week after welcoming thousands of workers back to its electric car plant in Fremont in defiance of Alameda County health orders, Tesla is officially \u003ca href=\"https://www.sfchronicle.com/business/article/Tesla-tells-employees-that-Fremont-factory-got-15276512.php\" rel=\"noopener noreferrer\" target=\"_blank\">resuming full production\u003c/a> at the facility. \u003c/p>\n\u003cp>At the same time, Alameda County joined other jurisdictions in the region Monday in taking the next step toward reopening businesses on a broader scale. With the number of new coronavirus cases and COVID-19 deaths leveling off, the county \u003ca href=\"http://www.acphd.org/media/577747/press%20release%202020.05.18.pdf\" rel=\"noopener noreferrer\" target=\"_blank\">will allow\u003c/a> curbside retail along with manufacturing and warehouse firms.\u003c/p>\n\u003cp>But the battle between the company and the county is not over, with \u003ca href=\"https://assets.documentcloud.org/documents/6887676/Tesla-v-Alameda-County.pdf\" rel=\"noopener noreferrer\" target=\"_blank\">a Tesla lawsuit\u003c/a> challenging the health officials’ authority to shut down the plant during the coronavirus pandemic still pending in federal court. \u003c/p>\n\u003cp>And some critics of Tesla CEO Elon Musk say issues raised by his false and inflammatory statements about shelter-at-home orders, threats to move the company, personal insults to health officials and open contempt for directives intended to protect company workers remain unresolved.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Musk \u003ca href=\"https://www.theguardian.com/technology/2020/may/12/elon-musk-tesla-reopening-lockdown-timeline\" rel=\"noopener noreferrer\" target=\"_blank\">has publicly questioned\u003c/a> the seriousness of the coronavirus threat ever since pandemic began. When six Bay Area counties and the city of Berkeley imposed the nation’s first shelter-at-home orders in mid-March, Musk told Tesla employees he intended to continue working. The Fremont plant shut down a week late and only after a public dispute involving the Alameda County Sheriff’s Office. \u003c/p>\n\u003cp>Musk’s displeasure with the COVID-19 measures spilled out in a Tesla earnings call on April 29, when he noted that the Fremont factory’s continued closure posed a “serious risk” to the company’s financial performance. \u003c/p>\n\u003cp>He went on to describe the health orders, which had just been extended, as “forcibly imprisoning people in their homes against all their constitutional rights, in my opinion, and breaking people’s freedom in ways that are horrible and wrong and not why people came to America or built this country.” \u003c/p>\n\u003cp>He wasn’t finished. In answer to another question, he repeated his baseless claim that people were subject to arrest if they left home.\u003c/p>\n\u003cp>“This is fascist,” he said. “This is not democratic. This is not freedom. Give the people back their goddamn freedom.” \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Fast forward to the week before last. In the midst of discussions between Alameda County and Tesla plant officials that appeared \u003ca href=\"https://www.nytimes.com/2020/05/09/business/coronavirus-elon-musk-tesla-california.html\" rel=\"noopener noreferrer\" target=\"_blank\">headed toward an agreement\u003c/a> to open the Fremont facility on May 18, Musk began agitating for an immediate restart. \u003c/p>\n\u003cp>Tesla filed suit, arguing that county health orders were in conflict with state directives that allowed some manufacturing to resume. Musk also took a swipe at Alameda County’s interim health officer, Dr. Erica Pan — calling her “ignorant and unelected”— and warned that he was ready to move his company out of California altogether. \u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>Then came last week’s reopening — signaled first by the appearance of thousands of employee cars at the plant, then by Musk’s tweet that the plant was resuming production and that he was willing to be arrested, and finally by Alameda County’s repeated conciliatory statements that it was working things out with plant managers and that the company had a satisfactory plan to go ahead with a ramp up from “basic minimum operations” in preparation for a restart. \u003c/p>\n\u003cp>Asked on CNN’s “State of the Union” program on Sunday whether Tesla had been given preferential treatment when it suffered no legal consequences for disobeying the health orders, Gov. Gavin Newsom praised \u003ca href=\"https://www.cnn.com/videos/politics/2020/05/17/sotu-newsom-tesla-treatment.cnn\" rel=\"noopener noreferrer\" target=\"_blank\">what he called\u003c/a> “the spirit of cooperation” shown by the county and company. \u003c/p>\n\u003cp>Newsom’s remarks were in line with sentiments expressed last week by Jim Wunderman, president and CEO of the Bay Area Council, a group representing hundreds of businesses and public agencies in the region. \u003c/p>\n\u003cp>“We have the world’s most iconic automobile manufacturer here in the Bay Area, which we’d like to keep,” Wunderman said in an interview. “It’s not just an auto manufacturer. They’re making the kind of vehicles that are the future of the world. They’re contributing something very special.” \u003c/p>\n\u003cp>He said the council was “very satisfied” with Tesla getting back to work, though “under no circumstances are we suggesting any business owner violate any regs or anything like that. We didn’t in this case, and we wouldn’t in any other case.”\u003c/p>\n\u003cp>Asked what he would make of the situation if he were a bookseller or florist or other small business owner required to remain closed while Musk and Tesla defied the Alameda County orders, Wunderman said the automaker’s situation is unique. \u003c/p>\n\u003cp>“Look, in the real world, as a bookseller or a florist — and we love our booksellers and we revere our florists — they don’t have the leverage Tesla had with 10,000 employees and the kind of financial value and impact that a plant like (Fremont) has,” Wunderman said. \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Wunderman said the Bay Area counties had been “heroes — they save maybe hundreds or thousands of lives” by imposing shelter-at-home orders when they did. \u003c/p>\n\u003cp>“Let’s not kid around about that — they did a great job,” he said. “But now they have to do the great job of getting folks back to work.” \u003c/p>\n\u003cp>But Robert Reich, former secretary of labor and a professor of public policy at UC Berkeley, says the way Tesla went about its reopening sets a terrible precedent. \u003c/p>\n\u003cp>“It puts every business owner in an awkward and difficult position, because if you have enough wealth and power, you have political clout and you can defy orders and you can get what you want,” Reich said. “But most people who are in business can’t do that and should not do that. They understand that they have to obey the law, that they have certain social responsibilities.”\u003c/p>\n\u003cp>Reich said Musk failed in those responsibilities by reopening the plant before health authorities had signed off on the company’s safety measures. He was especially critical of Musk for putting employees who have exhausted their paid time off in the position of having to report to work amid the pandemic or not get paid. \u003c/p>\n\u003cp>“That is the worst and most inhumane choice you can impose,” Reich said. \u003c/p>\n\u003cp>Reich said he believes Tesla and Musk should face some state sanction for defying the county health orders. \u003c/p>\n\u003cp>“Who is calling the shots here?” he asked. “Public health authorities and authorities who are there to protect people or a very wealthy billionaire businessman who is there basically to maximize shareholder value and his own wealth?”\u003c/p>\n\u003cp>Ann Skeet, senior director of leadership ethics at Santa Clara University’s Markkula Center for Applied Ethics, said last week that Musk’s behavior followed a familiar arc.\u003c/p>\n\u003cp>“Silicon Valley leaders unfortunately have a reputation for disregard for laws and regulations, and they tend to wear it as a badge of honor,” Skeet said. “It’s not necessarily productive, and it’s certainly not considerate of the rest of the community and the broader society they’re operating in.”\u003c/p>\n\u003cp>Skeet said there were other aspects of Musk’s confrontation with county authorities that “were not a good look.” \u003c/p>\n\u003cp>“Another overlay that’s really unfortunate is a highly qualified female authority being challenged by a male tech CEO in a community, Silicon Valley, that already has not a great reputation for gender relationships,” she said.\u003c/p>\n\u003cp>Skeet said she believes that companies’ behavior will have lasting effects. \u003c/p>\n\u003cp>“People are going to have long memories on how leaders have responded in this moment,” she said. “And leaders who have put the health and well-being of their workers and customers front and center are going to bounce back more quickly, I think, than those that haven’t.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>Upping the ante in his fight with Alameda County health officials, \u003ca href=\"https://bit.ly/fioremusktesla\">Elon Musk reopened Telsa's Fremont factory\u003c/a> in defiance of public health orders.\u003c/p>\n\u003cp>Musk has grown \u003ca href=\"https://www.forbes.com/sites/alanohnsman/2020/04/29/elon-musk-rants-about-fascist-covid-19-closures-as-another-tesla-call-veers-off-course/#601c0ddc6666\">increasingly vocal\u003c/a> in his opposition to shelter-in-place orders designed to slow the spread of COVID-19.\u003c/p>\n\u003cp>Yes, this is the same Elon Musk who tweeted that there would be \"\u003ca href=\"https://twitter.com/elonmusk/status/1240754657263144960?lang=en\">close to zero new cases\u003c/a>\" of coronavirus in the United States by the end of April.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Upping the ante in his fight with Alameda County health officials, \u003ca href=\"https://bit.ly/fioremusktesla\">Elon Musk reopened Telsa's Fremont factory\u003c/a> in defiance of public health orders.\u003c/p>\n\u003cp>Musk has grown \u003ca href=\"https://www.forbes.com/sites/alanohnsman/2020/04/29/elon-musk-rants-about-fascist-covid-19-closures-as-another-tesla-call-veers-off-course/#601c0ddc6666\">increasingly vocal\u003c/a> in his opposition to shelter-in-place orders designed to slow the spread of COVID-19.\u003c/p>\n\u003cp>Yes, this is the same Elon Musk who tweeted that there would be \"\u003ca href=\"https://twitter.com/elonmusk/status/1240754657263144960?lang=en\">close to zero new cases\u003c/a>\" of coronavirus in the United States by the end of April.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>\u003cem>Updated 4:55 p.m. Monday\u003c/em>\u003c/p>\n\u003cp>Tesla CEO Elon Musk announced Monday that the company has reopened its electric car plant in Fremont in defiance of Alameda County's COVID-19 health orders that shut down the facility in late March. \u003c/p>\n\u003cp>Musk, acknowledging on Twitter that there might be legal consequences to reopening the factory, wrote, \"I will be on the line with everyone else. If anyone is arrested, I ask that it only be me.\"\u003c/p>\n\u003cp>https://twitter.com/elonmusk/status/1259945593805221891\u003c/p>\n\u003cp>Alameda County issued a statement saying it had notified the company it's violating current coronavirus health orders by going beyond the minimum operations necessary for maintenance of the facility. \u003c/p>\n\u003cp>\"We are addressing this matter using the same phased approach we use for other businesses which have violated the order in the past, and we hope that Tesla will likewise comply without further enforcement measures,\" the statement said. \u003c/p>\n\u003cp>[aside postID=\"news_11817399,news_11747373,news_11803406\" label=\"Elon Musk & Tesla\"]\u003c/p>\n\u003cp>Musk's announcement came after several news organizations noted Monday morning that the plant's employee parking lot was nearly full.\u003c/p>\n\u003cp>The facility employs about 10,000 workers, and having a normal complement of workers on-site would violate directives orders from the Alameda County Public Health Department. The agency has deemed Tesla’s Fremont factory a nonessential business that can’t open under ongoing restrictions to help stop the spread of the novel coronavirus.\u003c/p>\n\u003cp>Alameda County Sheriff spokesman Sgt. Ray Kelly said Monday it would be up to the Fremont Police Department to enforce the health order. State law allows a fine of up to $1,000 per day or up to 90 days in jail for operating in violation of health orders.\u003c/p>\n\u003cp>The reopening came after a sharp escalation of Musk's and Tesla's long-running disagreement with the county over whether the plant should be closed while shelter-at-home orders are in place.\u003c/p>\n\u003cp>A \u003ca href=\"https://www.tesla.com/blog/getting-back-work\" rel=\"noopener noreferrer\" target=\"_blank\">statement\u003c/a> posted by Tesla on its website Saturday night said the company “has started the process of resuming operations” but didn’t say when manufacturing would actually begin.\u003c/p>\n\u003cp>Technology news site The Verge, quoting two anonymous plant employees, \u003ca href=\"https://www.theverge.com/2020/5/11/21254871/tesla-fremont-shutdown-factory-production-model-3-y-elon-musk\" rel=\"noopener noreferrer\" target=\"_blank\">reported Monday\u003c/a> that production had resumed at the facility over the weekend. \u003c/p>\n\u003cp>On Saturday, Tesla \u003ca href=\"https://assets.documentcloud.org/documents/6887676/Tesla-v-Alameda-County.pdf\" rel=\"noopener noreferrer\" target=\"_blank\">filed suit\u003c/a> against Alameda County seeking to overturn the order, and Musk threatened to move Tesla’s manufacturing and headquarters operations out of the state.\u003c/p>\n\u003cp>Tesla contends in the lawsuit that Alameda County can’t be more restrictive than orders from California Gov. Gavin Newsom. The lawsuit says the governor’s coronavirus restrictions refer to federal guidelines classifying “vehicles and commercial ships manufacturing” as essential businesses that are allowed to continue operating.\u003c/p>\n\u003cp>“Frankly, this is the final straw,” Musk wrote in a now-deleted tweet. “Tesla will now move its HQ and future programs to Texas/Nevada immediately.”\u003c/p>\n\u003cp>He wrote that whether the company keeps any manufacturing in Fremont depends on how Tesla is treated in the future.\u003c/p>\n\u003cp>Newsom has said repeatedly that counties can impose restrictions that are more stringent than state orders. Alameda County was among six San Francisco Bay Area counties and the city of Berkeley in imposing stay-at-home orders in mid-March.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>During a Monday coronavirus briefing, Newsom downplayed the dispute between Tesla and the county and said he hadn't heard the plant had reopened. \u003c/p>\n\u003cp>\"My understanding is they have had some very constructive conversations, and my belief and hope and expectation is as early as next week they’ll be able to resume,\" Newsom said. \u003c/p>\n\u003cp>Newsom went on to say he had \"great reverence\" for Tesla's \"technology, for their innovative spirit, for their leadership.\" \u003c/p>\n\u003cp>\"I have great expectations that we can work through at the county level the issue with this particular county and this company in the next number of days,\" Newsom said. \"So, look, I have more confidence moving forward in our ability to support a company that this state has substantively supported for now many, many years. And in return, we have been beneficiaries of their incredible growth, ingenuity and innovative spirit. We look forward to many, many decades of that relationship.\" \u003c/p>\n\u003cp>In their statement Monday, Alameda County health authorities said they had been \"collaborating in good faith\" on a plan to reopen the Tesla plant with safety measures the company has already agreed to adopt. Those steps including improving employee health screening procedures and engaging front-line workers on their concerns and feedback regarding safety protocols. \u003c/p>\n\u003cp>[pullquote size=\"medium\" align=\"right\" citation=\"Alameda County Supervisor Scott Haggerty\"]'I'm sure he has his reasonings for what he's doing. I kind of wish in my heart of hearts that he had not done it because we were so darn close.'[/pullquote]\u003c/p>\n\u003cp>\"We look forward to reviewing Tesla's plan and coming to agreement on protocol and a timeline to reopen safely,\" the county statement said. \u003c/p>\n\u003cp>Tesla said in a 38-page \"\u003ca href=\"https://assets.documentcloud.org/documents/6887704/Tesla-Return-to-Work-Playbook.pdf\" rel=\"noopener noreferrer\" target=\"_blank\">Return to Work Playbook\u003c/a>\" released Saturday night it has safety procedures to protect workers including increased cleaning, enforcement of social distancing, providing face coverings and gloves where needed, installing barriers between workers when necessary and worker temperature checks at “some locations.”\u003c/p>\n\u003cp>Scott Haggerty, a member of the Alameda County Board of Supervisors whose district includes the Tesla plant, said Monday he has been in talks with health officials and Tesla plant executives for three weeks working toward a May 18 reopening of the facility. He said until the end of last weeks, the discussions \"were always very cordial.\"\u003c/p>\n\u003cp>\"It's really working with them to make sure the proper policies and procedures are in place, to make sure that when their employees come back, they come back safe,\" Haggerty said in an interview. \"That has been the number one focus of my public health director.\"\u003c/p>\n\u003cp>Haggerty said company officials pressed for an earlier opening to the resumption of operations. Then Tesla filed its lawsuit and Musk fired his Twitter fusillade. One tweet included a swipe at the county's interim health officer, Dr. Erica Pan, whom musk characterized as \"ignorant.\" \u003c/p>\n\u003cp>The supervisor said that Monday, despite \"some nasty things\" said about Pan, the dialogue between health officials and plant managers was continuing. \u003c/p>\n\u003cp>Musk is \"used to moving at the speed of sound and he wants everybody around him to do the very same thing,\" Haggerty said. \"The county wasn't in that position. They have to be very methodical in how they open this this economy back up, get people back to work, and we have to do it to make sure people are safe.\"\u003c/p>\n\u003cp>As to Musk's threatening tweets and the company lawsuit, Haggerty said, \"I'm sure he has his reasonings for what he's doing. I kind of wish in my heart of hearts that he had not done it because we were so darn close and we wouldn't even be the story of the day.\"\u003c/p>\n\u003cp>Musk has issued a series of bitterly critical tweets about the stay-home order since the company’s April 29 first-quarter earnings were released. He has called the restrictions \"fascist.\" \u003c/p>\n\u003cp>Tesla’s reopening comes as other automakers are starting to reopen factories in the U.S. Toyota also planned to restart production Monday, while General Motors, Ford and Fiat Chrysler all plan to restart their plants gradually next week.\u003c/p>\n\u003cp>\u003cem>This story includes reporting from KQED's Sara Hossaini and The Associated Press. \u003c/em>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated 4:55 p.m. Monday\u003c/em>\u003c/p>\n\u003cp>Tesla CEO Elon Musk announced Monday that the company has reopened its electric car plant in Fremont in defiance of Alameda County's COVID-19 health orders that shut down the facility in late March. \u003c/p>\n\u003cp>Musk, acknowledging on Twitter that there might be legal consequences to reopening the factory, wrote, \"I will be on the line with everyone else. If anyone is arrested, I ask that it only be me.\"\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>Alameda County issued a statement saying it had notified the company it's violating current coronavirus health orders by going beyond the minimum operations necessary for maintenance of the facility. \u003c/p>\n\u003cp>\"We are addressing this matter using the same phased approach we use for other businesses which have violated the order in the past, and we hope that Tesla will likewise comply without further enforcement measures,\" the statement said. \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Musk's announcement came after several news organizations noted Monday morning that the plant's employee parking lot was nearly full.\u003c/p>\n\u003cp>The facility employs about 10,000 workers, and having a normal complement of workers on-site would violate directives orders from the Alameda County Public Health Department. The agency has deemed Tesla’s Fremont factory a nonessential business that can’t open under ongoing restrictions to help stop the spread of the novel coronavirus.\u003c/p>\n\u003cp>Alameda County Sheriff spokesman Sgt. Ray Kelly said Monday it would be up to the Fremont Police Department to enforce the health order. State law allows a fine of up to $1,000 per day or up to 90 days in jail for operating in violation of health orders.\u003c/p>\n\u003cp>The reopening came after a sharp escalation of Musk's and Tesla's long-running disagreement with the county over whether the plant should be closed while shelter-at-home orders are in place.\u003c/p>\n\u003cp>A \u003ca href=\"https://www.tesla.com/blog/getting-back-work\" rel=\"noopener noreferrer\" target=\"_blank\">statement\u003c/a> posted by Tesla on its website Saturday night said the company “has started the process of resuming operations” but didn’t say when manufacturing would actually begin.\u003c/p>\n\u003cp>Technology news site The Verge, quoting two anonymous plant employees, \u003ca href=\"https://www.theverge.com/2020/5/11/21254871/tesla-fremont-shutdown-factory-production-model-3-y-elon-musk\" rel=\"noopener noreferrer\" target=\"_blank\">reported Monday\u003c/a> that production had resumed at the facility over the weekend. \u003c/p>\n\u003cp>On Saturday, Tesla \u003ca href=\"https://assets.documentcloud.org/documents/6887676/Tesla-v-Alameda-County.pdf\" rel=\"noopener noreferrer\" target=\"_blank\">filed suit\u003c/a> against Alameda County seeking to overturn the order, and Musk threatened to move Tesla’s manufacturing and headquarters operations out of the state.\u003c/p>\n\u003cp>Tesla contends in the lawsuit that Alameda County can’t be more restrictive than orders from California Gov. Gavin Newsom. The lawsuit says the governor’s coronavirus restrictions refer to federal guidelines classifying “vehicles and commercial ships manufacturing” as essential businesses that are allowed to continue operating.\u003c/p>\n\u003cp>“Frankly, this is the final straw,” Musk wrote in a now-deleted tweet. “Tesla will now move its HQ and future programs to Texas/Nevada immediately.”\u003c/p>\n\u003cp>He wrote that whether the company keeps any manufacturing in Fremont depends on how Tesla is treated in the future.\u003c/p>\n\u003cp>Newsom has said repeatedly that counties can impose restrictions that are more stringent than state orders. Alameda County was among six San Francisco Bay Area counties and the city of Berkeley in imposing stay-at-home orders in mid-March.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>During a Monday coronavirus briefing, Newsom downplayed the dispute between Tesla and the county and said he hadn't heard the plant had reopened. \u003c/p>\n\u003cp>\"My understanding is they have had some very constructive conversations, and my belief and hope and expectation is as early as next week they’ll be able to resume,\" Newsom said. \u003c/p>\n\u003cp>Newsom went on to say he had \"great reverence\" for Tesla's \"technology, for their innovative spirit, for their leadership.\" \u003c/p>\n\u003cp>\"I have great expectations that we can work through at the county level the issue with this particular county and this company in the next number of days,\" Newsom said. \"So, look, I have more confidence moving forward in our ability to support a company that this state has substantively supported for now many, many years. And in return, we have been beneficiaries of their incredible growth, ingenuity and innovative spirit. We look forward to many, many decades of that relationship.\" \u003c/p>\n\u003cp>In their statement Monday, Alameda County health authorities said they had been \"collaborating in good faith\" on a plan to reopen the Tesla plant with safety measures the company has already agreed to adopt. Those steps including improving employee health screening procedures and engaging front-line workers on their concerns and feedback regarding safety protocols. \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"We look forward to reviewing Tesla's plan and coming to agreement on protocol and a timeline to reopen safely,\" the county statement said. \u003c/p>\n\u003cp>Tesla said in a 38-page \"\u003ca href=\"https://assets.documentcloud.org/documents/6887704/Tesla-Return-to-Work-Playbook.pdf\" rel=\"noopener noreferrer\" target=\"_blank\">Return to Work Playbook\u003c/a>\" released Saturday night it has safety procedures to protect workers including increased cleaning, enforcement of social distancing, providing face coverings and gloves where needed, installing barriers between workers when necessary and worker temperature checks at “some locations.”\u003c/p>\n\u003cp>Scott Haggerty, a member of the Alameda County Board of Supervisors whose district includes the Tesla plant, said Monday he has been in talks with health officials and Tesla plant executives for three weeks working toward a May 18 reopening of the facility. He said until the end of last weeks, the discussions \"were always very cordial.\"\u003c/p>\n\u003cp>\"It's really working with them to make sure the proper policies and procedures are in place, to make sure that when their employees come back, they come back safe,\" Haggerty said in an interview. \"That has been the number one focus of my public health director.\"\u003c/p>\n\u003cp>Haggerty said company officials pressed for an earlier opening to the resumption of operations. Then Tesla filed its lawsuit and Musk fired his Twitter fusillade. One tweet included a swipe at the county's interim health officer, Dr. Erica Pan, whom musk characterized as \"ignorant.\" \u003c/p>\n\u003cp>The supervisor said that Monday, despite \"some nasty things\" said about Pan, the dialogue between health officials and plant managers was continuing. \u003c/p>\n\u003cp>Musk is \"used to moving at the speed of sound and he wants everybody around him to do the very same thing,\" Haggerty said. \"The county wasn't in that position. They have to be very methodical in how they open this this economy back up, get people back to work, and we have to do it to make sure people are safe.\"\u003c/p>\n\u003cp>As to Musk's threatening tweets and the company lawsuit, Haggerty said, \"I'm sure he has his reasonings for what he's doing. I kind of wish in my heart of hearts that he had not done it because we were so darn close and we wouldn't even be the story of the day.\"\u003c/p>\n\u003cp>Musk has issued a series of bitterly critical tweets about the stay-home order since the company’s April 29 first-quarter earnings were released. He has called the restrictions \"fascist.\" \u003c/p>\n\u003cp>Tesla’s reopening comes as other automakers are starting to reopen factories in the U.S. Toyota also planned to restart production Monday, while General Motors, Ford and Fiat Chrysler all plan to restart their plants gradually next week.\u003c/p>\n\u003cp>\u003cem>This story includes reporting from KQED's Sara Hossaini and The Associated Press. \u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>Tesla’s partially automated driving system steered an electric SUV into a concrete barrier on a Silicon Valley freeway because it was operating under conditions it couldn’t handle and because the driver likely was distracted by playing a game on his smartphone, the National Transportation Safety Board has found.\u003c/p>\n\u003cp>The board made the determination Tuesday in the fatal crash, and provided nine new recommendations to prevent partially automated vehicle crashes in the future. Among the recommendations is for tech companies to design smartphones and other electronic devices so they don’t operate if they are within a driver’s reach, unless it’s an emergency.\u003c/p>\n\u003cp>NTSB Chairman Robert Sumwalt said the problem of drivers distracted by smartphones will keep spreading if nothing is done.\u003c/p>\n\u003cp>[pullquote size=\"medium\" align=\"right\" citation=\"Robert Sumwalt, NTSB board chairman\"]‘When driving in the supposed ‘self-driving’ mode, you can’t read a book, you can’t watch a movie or TV show, you can’t text and you can’t play video games.’[/pullquote]\u003c/p>\n\u003cp>“If we don’t get on top of it, it’s going to be a coronavirus,” he said in calling for government regulations and company policies prohibiting driver use of smartphones.\u003c/p>\n\u003cp>Much of the board’s frustration was directed at the National Highway Traffic Safety Administration (NHTSA) and to Tesla, which have not acted on recommendations the NTSB passed two years ago. The NTSB investigates crashes but only has authority to make recommendations. NHTSA can enforce the advice, and manufacturers also can act on it.\u003c/p>\n\u003cp>But Sumwalt said if they don’t, “then we are wasting our time. Safety will not be improved. We are counting on them to do their job.”\u003c/p>\n\u003cp>For Tesla, the board repeated previous recommendations that it install safeguards to stop its Autopilot driving system from operating in conditions it wasn’t designed to navigate. The board also wants Tesla to design a more effective system to make sure the driver is always paying attention.\u003c/p>\n\u003cp>If Tesla doesn’t add driver monitoring safeguards, misuse of Autopilot is expected “and the risk for future crashes will remain,” the board wrote in one of its findings.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Tuesday’s hearing focused on the March 2018 \u003ca href=\"https://www.kqed.org/news/11658404/safety-agency-orders-probe-of-tesla-crash-and-fire-as-company-points-to-freeway-hazard\">crash\u003c/a> of a Tesla Model X SUV, in which Autopilot was engaged when the vehicle swerved and slammed into a concrete barrier dividing freeway and exit lanes in Mountain View, killing Apple engineer Walter Huang.\u003c/p>\n\u003cp>Just before the crash, the Tesla steered to the left into a paved area between the freeway travel lanes and an exit ramp, the NTSB said. It accelerated to 71 mph and crashed into the end of the concrete barrier. The car’s forward collision avoidance system didn’t alert Huang, and its automatic emergency braking did not activate, the NTSB said. Also, Huang did not brake, and there was no steering movement detected to avoid the crash, the board’s staff said. Huang had \u003ca href=\"https://www.kqed.org/news/11801138/apple-engineer-killed-in-tesla-crash-had-previously-complained-about-autopilot\">previously complained\u003c/a> about the SUV malfunctioning on the same stretch of Silicon Valley freeway.\u003c/p>\n\u003cp>NTSB staff members said they couldn’t pinpoint exactly why the car steered into the barrier, but it likely was a combination of faded lane lines, bright sunshine that affected the cameras and a closer-than-normal vehicle in the lane ahead of the Tesla.\u003c/p>\n\u003cp>The board also found that Huang likely would have lived \u003ca href=\"https://www.kqed.org/news/11773179/safety-board-says-chp-caltrans-lapses-played-part-in-delayed-repairs-before-fatal-tesla-crash\">if a cushion at the end of the barrier had been repaired\u003c/a> by California transportation officials. That cushion had been damaged in a crash 11 days before Huang was killed.\u003c/p>\n\u003cp>Recommendations to NHTSA included expanded testing to make sure partially automated systems can avoid running into common obstacles such as a barrier. The board also asks that NHTSA evaluate Autopilot to determine where it can safely operate and to develop and enforce standards for monitoring drivers so they pay attention while using the systems.\u003c/p>\n\u003cp>NHTSA has told the NTSB it has investigations open into 14 Tesla crashes and would use its enforcement of safety defects to take action if needed.\u003c/p>\n\u003cp>The agency issued a statement saying it will review the NTSB’s report and that all commercially available vehicles require human drivers to stay in control at all times.\u003c/p>\n\u003cp>“Distraction-affected crashes are a major concern, including those involving advanced driver assistance features,” the statement said.\u003c/p>\n\u003cp>[aside label='Related Coverage' tag='autopilot']Sumwalt said at the start of Tuesday’s hearing that systems like Autopilot cannot drive themselves, yet drivers continue to use them without paying attention.\u003c/p>\n\u003cp>“This means that when driving in the supposed ‘self-driving’ mode, you can’t read a book, you can’t watch a movie or TV show, you can’t text and you can’t play video games,” he said.\u003c/p>\n\u003cp>Under questioning from board members, Robert Molloy, the NTSB’s director of highway safety, said the NHTSA is taking a hands-off approach to regulating new automated driving systems like Autopilot. Molloy called the approach “misguided,” and said nothing is more disappointing than seeing recommendations ignored by Tesla and NHTSA.\u003c/p>\n\u003cp>“They need to do more,” he said of the federal highway safety agency.\u003c/p>\n\u003cp>Autopilot is designed to keep a vehicle in its lane and keep a safe distance from vehicles in front of it. It also can change lanes with driver approval. Tesla says Autopilot is intended to be used for driver assistance and that drivers must be ready to intervene at all times.\u003c/p>\n\u003cp>Sumwalt said the board had made recommendations to six automakers in 2017 to stop the problem and only Tesla has failed to respond.\u003c/p>\n\u003cp>Teslas can sense a driver applying force to the steering wheel, and if that doesn’t happen, it will issue visual and audio warnings. But monitoring steering wheel torque, “is a poor surrogate measure” of monitoring the driver, Ensar Becic, the NTSB’s human performance and automation highway safety expert told the board.\u003c/p>\n\u003cp>Messages were left Tuesday seeking comment from Tesla.\u003c/p>\n\u003cp>Sumwalt said the NTSB had called for technology more than nine years ago to disable distracting functions of smartphones while the user is driving, but no action has been taken.\u003c/p>\n\u003cp>Don Karol, the NTSB’s project manager for highway safety, told the board that the staff is recommending that cellphone companies program phones to automatically lock out distracting functions such as games and phone calls while someone is driving. The staff also recommends that companies enact policies to prevent use of company-issued cellphones while workers are driving.\u003c/p>\n\u003cp>Tesla has said Autopilot was put out initially in “beta,” meaning it was being tested and improved as bugs were identified, Karol told the board.\u003c/p>\n\u003cp>That brought a response from Vice Chairman Bruce Landsberg, who said if the system has known bugs, “it’s probably pretty foreseeable that somebody’s going to have a problem with it. And then they (Tesla) come back and say, ‘Oh, we warned you.’ “\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“If we don’t get on top of it, it’s going to be a coronavirus,” he said in calling for government regulations and company policies prohibiting driver use of smartphones.\u003c/p>\n\u003cp>Much of the board’s frustration was directed at the National Highway Traffic Safety Administration (NHTSA) and to Tesla, which have not acted on recommendations the NTSB passed two years ago. The NTSB investigates crashes but only has authority to make recommendations. NHTSA can enforce the advice, and manufacturers also can act on it.\u003c/p>\n\u003cp>But Sumwalt said if they don’t, “then we are wasting our time. Safety will not be improved. We are counting on them to do their job.”\u003c/p>\n\u003cp>For Tesla, the board repeated previous recommendations that it install safeguards to stop its Autopilot driving system from operating in conditions it wasn’t designed to navigate. The board also wants Tesla to design a more effective system to make sure the driver is always paying attention.\u003c/p>\n\u003cp>If Tesla doesn’t add driver monitoring safeguards, misuse of Autopilot is expected “and the risk for future crashes will remain,” the board wrote in one of its findings.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Tuesday’s hearing focused on the March 2018 \u003ca href=\"https://www.kqed.org/news/11658404/safety-agency-orders-probe-of-tesla-crash-and-fire-as-company-points-to-freeway-hazard\">crash\u003c/a> of a Tesla Model X SUV, in which Autopilot was engaged when the vehicle swerved and slammed into a concrete barrier dividing freeway and exit lanes in Mountain View, killing Apple engineer Walter Huang.\u003c/p>\n\u003cp>Just before the crash, the Tesla steered to the left into a paved area between the freeway travel lanes and an exit ramp, the NTSB said. It accelerated to 71 mph and crashed into the end of the concrete barrier. The car’s forward collision avoidance system didn’t alert Huang, and its automatic emergency braking did not activate, the NTSB said. Also, Huang did not brake, and there was no steering movement detected to avoid the crash, the board’s staff said. Huang had \u003ca href=\"https://www.kqed.org/news/11801138/apple-engineer-killed-in-tesla-crash-had-previously-complained-about-autopilot\">previously complained\u003c/a> about the SUV malfunctioning on the same stretch of Silicon Valley freeway.\u003c/p>\n\u003cp>NTSB staff members said they couldn’t pinpoint exactly why the car steered into the barrier, but it likely was a combination of faded lane lines, bright sunshine that affected the cameras and a closer-than-normal vehicle in the lane ahead of the Tesla.\u003c/p>\n\u003cp>The board also found that Huang likely would have lived \u003ca href=\"https://www.kqed.org/news/11773179/safety-board-says-chp-caltrans-lapses-played-part-in-delayed-repairs-before-fatal-tesla-crash\">if a cushion at the end of the barrier had been repaired\u003c/a> by California transportation officials. That cushion had been damaged in a crash 11 days before Huang was killed.\u003c/p>\n\u003cp>Recommendations to NHTSA included expanded testing to make sure partially automated systems can avoid running into common obstacles such as a barrier. The board also asks that NHTSA evaluate Autopilot to determine where it can safely operate and to develop and enforce standards for monitoring drivers so they pay attention while using the systems.\u003c/p>\n\u003cp>NHTSA has told the NTSB it has investigations open into 14 Tesla crashes and would use its enforcement of safety defects to take action if needed.\u003c/p>\n\u003cp>The agency issued a statement saying it will review the NTSB’s report and that all commercially available vehicles require human drivers to stay in control at all times.\u003c/p>\n\u003cp>“Distraction-affected crashes are a major concern, including those involving advanced driver assistance features,” the statement said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Sumwalt said at the start of Tuesday’s hearing that systems like Autopilot cannot drive themselves, yet drivers continue to use them without paying attention.\u003c/p>\n\u003cp>“This means that when driving in the supposed ‘self-driving’ mode, you can’t read a book, you can’t watch a movie or TV show, you can’t text and you can’t play video games,” he said.\u003c/p>\n\u003cp>Under questioning from board members, Robert Molloy, the NTSB’s director of highway safety, said the NHTSA is taking a hands-off approach to regulating new automated driving systems like Autopilot. Molloy called the approach “misguided,” and said nothing is more disappointing than seeing recommendations ignored by Tesla and NHTSA.\u003c/p>\n\u003cp>“They need to do more,” he said of the federal highway safety agency.\u003c/p>\n\u003cp>Autopilot is designed to keep a vehicle in its lane and keep a safe distance from vehicles in front of it. It also can change lanes with driver approval. Tesla says Autopilot is intended to be used for driver assistance and that drivers must be ready to intervene at all times.\u003c/p>\n\u003cp>Sumwalt said the board had made recommendations to six automakers in 2017 to stop the problem and only Tesla has failed to respond.\u003c/p>\n\u003cp>Teslas can sense a driver applying force to the steering wheel, and if that doesn’t happen, it will issue visual and audio warnings. But monitoring steering wheel torque, “is a poor surrogate measure” of monitoring the driver, Ensar Becic, the NTSB’s human performance and automation highway safety expert told the board.\u003c/p>\n\u003cp>Messages were left Tuesday seeking comment from Tesla.\u003c/p>\n\u003cp>Sumwalt said the NTSB had called for technology more than nine years ago to disable distracting functions of smartphones while the user is driving, but no action has been taken.\u003c/p>\n\u003cp>Don Karol, the NTSB’s project manager for highway safety, told the board that the staff is recommending that cellphone companies program phones to automatically lock out distracting functions such as games and phone calls while someone is driving. The staff also recommends that companies enact policies to prevent use of company-issued cellphones while workers are driving.\u003c/p>\n\u003cp>Tesla has said Autopilot was put out initially in “beta,” meaning it was being tested and improved as bugs were identified, Karol told the board.\u003c/p>\n\u003cp>That brought a response from Vice Chairman Bruce Landsberg, who said if the system has known bugs, “it’s probably pretty foreseeable that somebody’s going to have a problem with it. And then they (Tesla) come back and say, ‘Oh, we warned you.’ “\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>An Apple engineer who died when his Tesla Model X slammed into a concrete barrier had previously complained about the SUV malfunctioning on the same stretch of Silicon Valley freeway.\u003c/p>\n\u003cp>His complaints were detailed in a \u003ca href=\"https://www.ntsb.gov/news/press-releases/Pages/NR20200211.aspx\">trove of documents released Tuesday\u003c/a> by federal investigators in two Tesla crashes involving Autopilot, one in the Bay Area and the other in Florida.\u003c/p>\n\u003cp>The National Transportation Safety Board is investigating the March 2018 \u003ca href=\"https://www.kqed.org/news/11658404/safety-agency-orders-probe-of-tesla-crash-and-fire-as-company-points-to-freeway-hazard\">crash\u003c/a> that killed Walter Huang, 38, near Mountain View. It’s also probing a crash in Delray Beach, Florida, that happened about a year later and killed driver Jeremy Banner.\u003c/p>\n\u003cp>The documents say Huang told his wife that Autopilot had previously veered his SUV toward the same barrier on U.S. 101 near Mountain View where he later crashed. Huang died at a hospital from his injuries. \u003c/p>\n\u003cp>“Walter said the car would veer toward the barrier in the mornings when he went to work,” the Huang family’s attorney wrote in a response to NTSB questions.\u003c/p>\n\u003cp>Records from an iPhone recovered from the crash site showed that Huang may have been using it before the accident. Records obtained from AT&T showed that data had been used while the vehicle was in motion, but the source of the transmissions couldn’t be determined, the NTSB wrote. One transmission was less than one minute before the crash.\u003c/p>\n\u003cp>Huang had described Autopilot’s previous malfunctioning to his brother, the Huang family attorney wrote, in addition to talking with a friend who owns a Model X. Huang, a software engineer, discussed with the friend how a patch to the Autopilot software affected its performance and made the Model X veer, according to the attorney.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The Huang family \u003ca href=\"https://www.kqed.org/news/11744271/lawsuit-blames-tesla-caltrans-for-death-of-driver-in-u-s-101-crash\">is suing Tesla, as well as Caltrans\u003c/a> for allegedly failing to maintain the highway.\u003c/p>\n\u003cp>Autopilot is a partially automated system designed to keep a vehicle in its lane and keep a safe distance from vehicles in front of it. It also can change lanes with driver approval. Tesla says Autopilot is intended to be used for driver assistance and that drivers must be ready to intervene at all times. \u003c/p>\n\u003cp>The full NTSB board is scheduled to hold a hearing on the Mountain View crash on Feb. 25. At that time, it will determine a cause and make safety recommendations.\u003c/p>\n\u003cp>NTSB staff members have already recommended that California transportation officials move faster to repair highway safety barriers damaged by vehicles.\u003c/p>\n\u003cp>A report from the agency says Caltrans failed to fix the barrier that was damaged in a crash 11 days before Huang was killed. In that incident, a 2010 Toyota Prius traveling over 75 mph crashed against the attenuator, a cushion that protects vehicles from hitting the end of concrete lane dividers. \u003c/p>\n\u003cp>The California Highway Patrol responded to the March 12 crash but did not notify Caltrans of the damage as required, the NTSB said.\u003c/p>\n\u003cp>[aside postID=news_11773179 hero='https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/09/101attenuator190909-1020x666.jpg']\u003c/p>\n\u003cp>Huang’s 2017 Tesla Model X was traveling at 71 mph when it crashed against the same attenuator, which the NTSB determined had been damaged and repaired more frequently than any other left-exit in Caltrans’ District 4, which includes all of the Bay Area. \u003c/p>\n\u003cp>In the three years before the Tesla crash, the device was struck at least five times, including one crash that resulted in fatalities. A car struck it again on May 20, 2018, about two months after the Tesla crash, the NTSB said. \u003c/p>\n\u003cp>Caltrans spokesman Matt Rocco said the department is reviewing the NTSB report to determine its next steps but declined to answer questions.\u003c/p>\n\u003cp>“Safety remains Caltrans top priority,” he said.\u003c/p>\n\u003cp>In the Florida crash, Banner turned on the Autopilot function of his Model 3 sedan 10 seconds before the crash, then took his hands off the steering wheel, NTSB documents said. The car then drove underneath a tractor-trailer that was crossing in front of it, sheering off the car’s roof and killing Banner. It was eerily similar to another Florida crash in 2016 in which a Tesla on Autopilot went beneath a semi trailer.\u003c/p>\n\u003cp>The NTSB said in a preliminary report that it still hasn’t determined the cause of the crash. According to the report, traffic was light on the four-lane highway and dawn was breaking when Banner, 50, set his speed at 69 mph and activated the autopilot as he headed to work. The speed limit was 55 mph. Seconds later, a tractor-trailer driven by Richard Wood, 45, pulled from a driveway and began to cross to the other side of the highway. \u003c/p>\n\u003cp>Wood said he saw two sets of car headlights coming toward him, but he thought he had time to make it across. “It was dark and it looked like the cars was back further than they was,” Wood told NTSB investigators four days after the crash. \u003c/p>\n\u003cp>A photo taken by the NTSB from Tesla’s front-end video camera showed Wood’s trailer fully blocking the road 1.5 seconds before the crash. Data from the Tesla’s computer shows that Banner hit his brakes less than a second before the crash, but the car went under the trailer. Wood says he saw a second car but it didn’t hit the trailer.\u003c/p>\n\u003cp>\u003c/p>\n",
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"title": "Apple Engineer Killed in Tesla Crash Had Previously Complained About Autopilot | KQED",
"description": "Walter Huang, who died in 2018 after his Tesla Model X slammed into a concrete barrier, had previously complained about the SUV malfunctioning on the same stretch of Silicon Valley freeway, according to NTSB documents.",
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"headline": "Apple Engineer Killed in Tesla Crash Had Previously Complained About Autopilot",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>An Apple engineer who died when his Tesla Model X slammed into a concrete barrier had previously complained about the SUV malfunctioning on the same stretch of Silicon Valley freeway.\u003c/p>\n\u003cp>His complaints were detailed in a \u003ca href=\"https://www.ntsb.gov/news/press-releases/Pages/NR20200211.aspx\">trove of documents released Tuesday\u003c/a> by federal investigators in two Tesla crashes involving Autopilot, one in the Bay Area and the other in Florida.\u003c/p>\n\u003cp>The National Transportation Safety Board is investigating the March 2018 \u003ca href=\"https://www.kqed.org/news/11658404/safety-agency-orders-probe-of-tesla-crash-and-fire-as-company-points-to-freeway-hazard\">crash\u003c/a> that killed Walter Huang, 38, near Mountain View. It’s also probing a crash in Delray Beach, Florida, that happened about a year later and killed driver Jeremy Banner.\u003c/p>\n\u003cp>The documents say Huang told his wife that Autopilot had previously veered his SUV toward the same barrier on U.S. 101 near Mountain View where he later crashed. Huang died at a hospital from his injuries. \u003c/p>\n\u003cp>“Walter said the car would veer toward the barrier in the mornings when he went to work,” the Huang family’s attorney wrote in a response to NTSB questions.\u003c/p>\n\u003cp>Records from an iPhone recovered from the crash site showed that Huang may have been using it before the accident. Records obtained from AT&T showed that data had been used while the vehicle was in motion, but the source of the transmissions couldn’t be determined, the NTSB wrote. One transmission was less than one minute before the crash.\u003c/p>\n\u003cp>Huang had described Autopilot’s previous malfunctioning to his brother, the Huang family attorney wrote, in addition to talking with a friend who owns a Model X. Huang, a software engineer, discussed with the friend how a patch to the Autopilot software affected its performance and made the Model X veer, according to the attorney.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The Huang family \u003ca href=\"https://www.kqed.org/news/11744271/lawsuit-blames-tesla-caltrans-for-death-of-driver-in-u-s-101-crash\">is suing Tesla, as well as Caltrans\u003c/a> for allegedly failing to maintain the highway.\u003c/p>\n\u003cp>Autopilot is a partially automated system designed to keep a vehicle in its lane and keep a safe distance from vehicles in front of it. It also can change lanes with driver approval. Tesla says Autopilot is intended to be used for driver assistance and that drivers must be ready to intervene at all times. \u003c/p>\n\u003cp>The full NTSB board is scheduled to hold a hearing on the Mountain View crash on Feb. 25. At that time, it will determine a cause and make safety recommendations.\u003c/p>\n\u003cp>NTSB staff members have already recommended that California transportation officials move faster to repair highway safety barriers damaged by vehicles.\u003c/p>\n\u003cp>A report from the agency says Caltrans failed to fix the barrier that was damaged in a crash 11 days before Huang was killed. In that incident, a 2010 Toyota Prius traveling over 75 mph crashed against the attenuator, a cushion that protects vehicles from hitting the end of concrete lane dividers. \u003c/p>\n\u003cp>The California Highway Patrol responded to the March 12 crash but did not notify Caltrans of the damage as required, the NTSB said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Huang’s 2017 Tesla Model X was traveling at 71 mph when it crashed against the same attenuator, which the NTSB determined had been damaged and repaired more frequently than any other left-exit in Caltrans’ District 4, which includes all of the Bay Area. \u003c/p>\n\u003cp>In the three years before the Tesla crash, the device was struck at least five times, including one crash that resulted in fatalities. A car struck it again on May 20, 2018, about two months after the Tesla crash, the NTSB said. \u003c/p>\n\u003cp>Caltrans spokesman Matt Rocco said the department is reviewing the NTSB report to determine its next steps but declined to answer questions.\u003c/p>\n\u003cp>“Safety remains Caltrans top priority,” he said.\u003c/p>\n\u003cp>In the Florida crash, Banner turned on the Autopilot function of his Model 3 sedan 10 seconds before the crash, then took his hands off the steering wheel, NTSB documents said. The car then drove underneath a tractor-trailer that was crossing in front of it, sheering off the car’s roof and killing Banner. It was eerily similar to another Florida crash in 2016 in which a Tesla on Autopilot went beneath a semi trailer.\u003c/p>\n\u003cp>The NTSB said in a preliminary report that it still hasn’t determined the cause of the crash. According to the report, traffic was light on the four-lane highway and dawn was breaking when Banner, 50, set his speed at 69 mph and activated the autopilot as he headed to work. The speed limit was 55 mph. Seconds later, a tractor-trailer driven by Richard Wood, 45, pulled from a driveway and began to cross to the other side of the highway. \u003c/p>\n\u003cp>Wood said he saw two sets of car headlights coming toward him, but he thought he had time to make it across. “It was dark and it looked like the cars was back further than they was,” Wood told NTSB investigators four days after the crash. \u003c/p>\n\u003cp>A photo taken by the NTSB from Tesla’s front-end video camera showed Wood’s trailer fully blocking the road 1.5 seconds before the crash. Data from the Tesla’s computer shows that Banner hit his brakes less than a second before the crash, but the car went under the trailer. Wood says he saw a second car but it didn’t hit the trailer.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "with-california-voters-focused-on-climate-biden-touts-obama-era-energy-investments",
"title": "With California Voters Focused on Climate, Biden Touts Obama-Era Energy Investments",
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"headTitle": "With California Voters Focused on Climate, Biden Touts Obama-Era Energy Investments | KQED",
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"content": "\u003cp>With early voting underway in California, the Democratic candidates for president are facing a Golden State electorate more concerned than ever before with how the next commander in chief will confront the globe’s changing climate.\u003c/p>\n\u003cp>Joe Biden’s climate spending plan pales in comparison to the ambitious proposals of his Democratic rivals. But the former vice president can make a unique pitch: He is the only candidate who has already guided a nationwide clean energy initiative.\u003c/p>\n\u003cp>Biden is betting that the billions of dollars in clean energy funds that went to California in the Obama administration’s American Recovery and Reinvestment Act will help him make his case to voters — and provide him with a boost in the March 3 primary.\u003c/p>\n\u003cp>“The attitude of Californians in terms of the intensity of their feeling for all of what we were doing through the Recovery Act in California was a heck of a lot less intense than it is today,” Biden said in an interview with KQED. “Here we are now eight, nine, 10 years later and I’m not being critical of anybody in California — you’ve been ahead of everybody — but everybody sort of had an epiphany here. Everybody understands this is really worth it.”\u003c/p>\n\u003cp>In 2009, with the country reeling from the Great Recession, President Barack Obama tasked Biden with overseeing the administration’s $787 billion stimulus package.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Included in the bill was a $90 billion investment in clean energy, the largest in U.S. history. The biggest renewable energy windfall went to California: $11.8 billion by the end of Obama’s first term — triple the amount awarded to any other state.\u003c/p>\n\u003cp>The Recovery Act experience showed that Biden can pursue a green initiative that balances large-scale government investment with private sector innovation, said Joseph Aldy, professor of the practice of public policy at the John F. Kennedy School of Government at Harvard University.\u003c/p>\n\u003cp>“I think it’s this kind of experience that for Vice President Biden, helps him form a very pragmatic approach,” said Aldy, who served in the Obama administration as special assistant to the president for energy and environment.\u003c/p>\n\u003cp>But in a presidential primary marked by competition over ambitious progressive agendas, there’s a political risk in asking voters to turn their attention back a decade.\u003c/p>\n\u003cp>Biden’s leading opponents in California are running on their climate plans, not records. Bernie Sanders’ (the \u003ca href=\"https://www.kqed.org/news/11798764/bernie-sanders-pulls-away-from-pack-in-california\" target=\"_blank\" rel=\"noopener noreferrer\">current leader\u003c/a> in state primary polling) is calling for a “Green New Deal” with nearly 10 times the spending Biden’s plan envisions, for example.\u003c/p>\n\u003cp>“I’m concerned about whether or not climate change will be at the top of the agenda for a Biden administration,” said Leah Stokes, assistant professor of political science at UC Santa Barbara.\u003c/p>\n\u003cp>And unlike Biden, candidates including Sanders, Massachusetts Sen. Elizabeth Warren and former South Bend Mayor Pete Buttigieg are calling for a nationwide ban on new hydraulic fracking — a method of extracting oil by using water and chemicals to crack open geological formations. That position is likely to win over environmental activists in California, where Gov. Gavin Newsom recently placed a moratorium on new fracking permits, in part over concerns about methane leakage from the process.\u003c/p>\n\u003cp>To win over California climate voters, Biden will have to persuade them to take a second look at Obama-era investments that largely flew under the radar, re-examine some high-profile failures and embrace lessons from the Recovery Act as a stepping stone to future climate action.\u003c/p>\n\u003cfigure id=\"attachment_11800190\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11800190\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/02/RS41120_Biden-Solar-2-large-qut-800x533.jpg\" alt=\"U.S. President Barack Obama and Vice President Joe Biden look at solar panels as they tour the solar array at the Denver Museum of Nature and Science in Denver, Colorado, February 17, 2009.\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41120_Biden-Solar-2-large-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41120_Biden-Solar-2-large-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41120_Biden-Solar-2-large-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41120_Biden-Solar-2-large-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Former President Barack Obama and Vice President Joe Biden look at solar panels as they tour the solar array at the Denver Museum of Nature and Science in Denver, Colorado, on Feb. 17, 2009. \u003ccite>(Jim Watson/AFP via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Voter Focus on Climate Change\u003c/strong>\u003c/p>\n\u003cp>The last time Biden ran for president, in 2008, climate change barely registered as a priority for California primary voters.\u003c/p>\n\u003cp>In a \u003ca href=\"https://www.ppic.org/content/pubs/survey/S_1207MBS.pdf\">December 2007 survey\u003c/a> from the Public Policy Institute of California, just 3% of primary voters picked “environment” as the issue they wanted to hear about most from presidential candidates.\u003c/p>\n\u003cp>Twelve years later, after \u003ca href=\"https://www.kqed.org/science/1932445/un-report-issues-life-or-death-warning-for-planetary-survival\" target=\"_blank\" rel=\"noopener noreferrer\">dire warnings\u003c/a> about the impending damage that could come with a warmer planet, and \u003ca href=\"https://www.kqed.org/science/1944993/study-climate-change-a-leading-driver-of-californias-wildfires\" target=\"_blank\" rel=\"noopener noreferrer\">more intense wildfires\u003c/a> wreaking havoc at both ends of the state, voter priorities among Democrats in California have drastically shifted.\u003c/p>\n\u003cp>Now, primary voters name climate change as their highest priority for the next president, according to a \u003ca href=\"https://news.berkeley.edu/2019/12/09/warren-biden-slip-in-california-primary-race-says-new-berkeley-igs-poll/\" target=\"_blank\" rel=\"noopener noreferrer\">December poll\u003c/a> from the UC Berkeley Institute of Governmental Studies.\u003c/p>\n\u003cp>“The perception of what is needed, that’s changed drastically, thank God,” Biden said.\u003c/p>\n\u003cp>Biden is betting that the Recovery Act, remembered by most as a Keynesian response to revive the economy during the Great Recession, will gain new bona fides as a major climate initiative.\u003c/p>\n\u003cp>\u003cstrong>A ‘Major Down Payment’\u003c/strong>\u003c/p>\n\u003cp>In the last decade, California became home to the world’s bestselling electric car and largest solar-thermal power plant. Cities replaced millions of street lights with energy-efficient LED bulbs and state leaders recently celebrated California’s one-millionth solar roof installation.\u003c/p>\n\u003cp>All of those gains were made, in part, because of the funds that flowed from the Recovery Act.\u003c/p>\n\u003cp>Billions of dollars in loan guarantees helped develop the Ivanpah solar plant in the Mojave Desert and the Tesla Motors factory in Fremont, while grants and tax breaks provided incentives for cities and homeowners to make energy efficiency upgrades.\u003c/p>\n\u003cfigure id=\"attachment_11533488\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11533488\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2017/06/RooftopSolarInstall-800x515.jpg\" alt=\"Workers install solar panels on the roof of a home in San Rafael.\" width=\"800\" height=\"515\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2017/06/RooftopSolarInstall-800x515.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/06/RooftopSolarInstall-160x103.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/06/RooftopSolarInstall-1020x657.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/06/RooftopSolarInstall.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/06/RooftopSolarInstall-1180x760.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/06/RooftopSolarInstall-960x618.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/06/RooftopSolarInstall-240x155.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/06/RooftopSolarInstall-375x241.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/06/RooftopSolarInstall-520x335.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Workers install solar panels on the roof of a home in San Rafael. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Robert Weisenmiller, who served as a California’s energy commissioner from 2010 to 2019, said the stimulus package provided a “major down payment on our energy infrastructure.”\u003c/p>\n\u003cp>“We did a surprisingly large number of projects, about nine major solar projects,” he added. “No one had ever really tried to do that level of permitting. And many of these projects combined state and federal land in some fashion. So it really laid the groundwork for a lot of the future we’re in now.”\u003c/p>\n\u003cp>The Obama administration \u003ca href=\"https://obamawhitehouse.archives.gov/sites/default/files/page/files/20160225_cea_final_clean_energy_report.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">credited Recovery Act\u003c/a> investments with saving enough energy to power 10,000 homes by 2050 and a 2011 study from the \u003ca href=\"https://www.bluegreenalliance.org/resources/rebuilding-green-the-american-recovery-and-reinvestment-act-and-the-green-economy/\" target=\"_blank\" rel=\"noopener noreferrer\">BlueGreen Alliance\u003c/a> credited the Recovery Act’s clean energy initiatives with “creating or saving nearly a million jobs.”\u003c/p>\n\u003cp>“In the past, people would say, ‘Oh, if you’re supporting solar panels, that might be costing us jobs in other parts of the economy,'” said Harvard professor Joseph Aldy. “Well now we realize that if we’re investing in the installation of solar panels, and in their manufacturing, we’re actually creating some jobs.”\u003c/p>\n\u003cp>“It makes people think twice about what a clean energy transition might look like from a labor standpoint, not just from a reducing carbon dioxide emissions standpoint,” Aldy added.\u003c/p>\n\u003cp>\u003cstrong>Notable Failures\u003c/strong>\u003c/p>\n\u003cp>But like so much of the Obama administration’s stimulus package, many clean energy investments largely flew under the radar, like the tax breaks folded into corporate and personal returns, and grants dropped into city coffers for future spending.\u003c/p>\n\u003cp>The projects in California that did receive attention were not the shining examples the administration had hoped for.\u003c/p>\n\u003cp>The most notable failure was Solyndra, the solar panel manufacturer which received the first loan guarantee from the Recovery Act: $535 million to build their manufacturing facility in the Bay Area city of Fremont and a \u003ca href=\"https://www.youtube.com/watch?v=KYiJ-_K9NCo\" target=\"_blank\" rel=\"noopener noreferrer\">visit from President Obama\u003c/a> to boot.\u003c/p>\n\u003cp>In 2011, the \u003ca href=\"https://www.kqed.org/news/38746/fremonts-solyndra-solar-tech-firm-suspending-operations-filing-bankruptcy\">company went bankrupt\u003c/a>, laying off 1,100 workers. Solyndra’s flop \u003ca href=\"https://www.energy.gov/sites/prod/files/2015/08/f26/11-0078-I.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">drew scrutiny\u003c/a> of the company’s loan application and \u003ca href=\"https://www.washingtonpost.com/politics/solyndra-energy-department-failed-to-sound-alarm-as-solar-company-sank/2011/11/04/gIQAGQgfBN_story.html\" target=\"_blank\" rel=\"noopener noreferrer\">unleashed criticism\u003c/a> that the Energy Department propped up the manufacturer because of its investors’ ties to the president. The next year, Republicans spent millions on ads attacking Obama over the loan guarantee.\u003c/p>\n\u003cp>“We learned that the appetite for risk in the political environment in Washington, D.C. is relatively low,” Aldy said.\u003c/p>\n\u003cp>Like Solyndra, the massive Ivanpah Solar Power Facility in the Mojave Desert has been targeted as a symbol of the stimulus packages’ largess.\u003c/p>\n\u003cfigure id=\"attachment_10826397\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-10826397\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2016/01/GettyImages-476570455-800x539.jpg\" alt=\"Heliostats - in essence, rotating mirrors - at the Ivanpah solar power plant, in California's Mojave Desert south of Las Vegas. \" width=\"800\" height=\"539\">\u003cfigcaption class=\"wp-caption-text\">Heliostats – in essence, rotating mirrors – at the Ivanpah solar power plant, in California’s Mojave Desert south of Las Vegas. \u003ccite>(Ethan Miller/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Perhaps the most New Deal-esque project to land in California through the Recovery Act, Ivanpah was the largest solar thermal power plant in the world at the time of its completion in 2014: Hundreds of thousands of sunlight-reflecting mirrors spread across 5 square miles of federal land. Oakland-based BrightSource Energy received more than $1.37 billion in loan guarantees through the Recovery Act to construct the facility.\u003c/p>\n\u003cp>The early reports on Ivanpah were \u003ca href=\"https://www.kqed.org/news/3812/the-ivanpah-solar-facilitys-pollution-problem\" target=\"_blank\" rel=\"noopener noreferrer\">less than stellar\u003c/a>: criticism that it harmed local wildlife, energy production that fell short of targets and an over-reliance on natural gas to operate the system at night and on cloudy days, which rendered the facility a carbon polluter.\u003c/p>\n\u003cp>But while the cost efficiency of Ivanpah is \u003ca href=\"https://www.bloomberg.com/news/articles/2019-08-15/green-flops-why-some-promising-cleantech-ideas-didn-t-work-out\" target=\"_blank\" rel=\"noopener noreferrer\">still maligned\u003c/a>, clean energy production from the facility has \u003ca href=\"https://www.eia.gov/electricity/data/browser/#/plant/57074?freq=A&start=2014&end=2018&ctype=linechart<ype=pin&columnchart=ELEC.PLANT.GEN.57074-ALL-ALL.A&linechart=ELEC.PLANT.GEN.57074-ALL-ALL.A&pin=&maptype=0\" target=\"_blank\" rel=\"noopener noreferrer\">edged up\u003c/a> in \u003ca href=\"https://www.eia.gov/electricity/data/browser/#/plant/57073?freq=A&start=2014&end=2018&ctype=linechart<ype=pin&columnchart=ELEC.PLANT.GEN.57073-ALL-ALL.A&linechart=ELEC.PLANT.GEN.57073-ALL-ALL.A&pin=&maptype=0\" target=\"_blank\" rel=\"noopener noreferrer\">recent\u003c/a> \u003ca href=\"https://www.eia.gov/electricity/data/browser/#/plant/57075?freq=A&start=2014&end=2018&ctype=linechart<ype=pin&columnchart=ELEC.PLANT.GEN.57075-ALL-ALL.A&linechart=ELEC.PLANT.GEN.57075-ALL-ALL.A&pin=&maptype=0\" target=\"_blank\" rel=\"noopener noreferrer\">years\u003c/a>, and experts have hailed it as a trailblazer for future large-scale solar power production.\u003c/p>\n\u003cp>UC Santa Barbara professor Leah Stokes argued that the loan guarantee program that funded Ivanpah and Solyndra deserves a second look.\u003c/p>\n\u003cp>“The government made money on that program while also supporting lots of companies creating new technologies,” Stokes said. “And a project like Ivanpah, which is riskier because it’s new and innovative, is exactly the kind of thing that the federal government should be supporting.”\u003c/p>\n\u003cp>“I actually think that those were really smart investments that the federal government made,” she said.\u003c/p>\n\u003cp>\u003cstrong>Future Investments Must Go Further, Experts Say \u003c/strong>\u003c/p>\n\u003cp>Even proponents of the Recovery Act’s clean energy impacts acknowledge that Biden, or any other Democratic contender, will have to drastically up the ante in future climate-focused investments.\u003c/p>\n\u003cp>Because while the stimulus invested heavily in renewable energy, it wasn’t explicitly designed to fight climate change.\u003c/p>\n\u003cp>Federal dollars were prioritized for shovel-ready projects as part of the stimulus’ chief goal of getting Americans back to work.\u003c/p>\n\u003cp>And a mechanism to limit greenhouse gases, like California’s cap-and-trade system, never came to fruition: Obama and Biden failed to rally enough support in the U.S Senate for a \u003ca href=\"https://www.npr.org/templates/story/story.php?storyId=112795024\" target=\"_blank\" rel=\"noopener noreferrer\">carbon pricing measure\u003c/a>.\u003c/p>\n\u003cp>A decade later, it’s hard to evaluate the impact the Recovery Act had on the decarbonization of the economy. Studies \u003ca href=\"https://www.sciencedirect.com/science/article/pii/S1364032114008855\" target=\"_blank\" rel=\"noopener noreferrer\">have found\u003c/a> that emissions dropped more than expected in the years after the stimulus, but largely attribute that to a slowed economy and a nationwide shift from coal to natural gas.\u003c/p>\n\u003cp>“Let’s face it, in 2010, it was economic recovery we were focused on. Now, we have to focus on climate change,” said Weisenmiller, the former California energy commissioner. “We need more on the level of a World War II-type of effort to really move the needle on climate — American Recovery and Reinvestment Act times ten or something.”\u003c/p>\n\u003cp>[aside label=\"Election 2020\" tag=\"election2020\"]\u003c/p>\n\u003cp>Biden’s leading opponents in California have made climate proposals that more closely mirror that wartime scope, led by Sanders’ promise of a $16.3 trillion investment.\u003c/p>\n\u003cp>Biden has pledged $1.7 trillion in spending and wants Congress to pass emissions limits that would drive further private-sector capital toward clean energy. And he says his foreign policy experience makes him well-equipped to bring other nations along in a global effort to reduce greenhouse gas emissions.\u003c/p>\n\u003cp>When the Recovery Act was signed, the concept of climate justice was in its nascent stages. A \u003ca href=\"https://www.sciencedirect.com/science/article/pii/S1364032114008855\" target=\"_blank\" rel=\"noopener noreferrer\">2015 study from the International Institute for Industrial Environmental Economics\u003c/a> at Lund University found that “there is no data that can be used to determine which demographic groups gained most as a result of the Renewable Energy stimulus.”\u003c/p>\n\u003cp>By contrast, the climate plans of the leading Democrats in 2020 all come with a nod to climate justice and promise that economic mobilization in the face of a climate crisis will also address racial and socioeconomic disparities.\u003c/p>\n\u003cp>“It’s one thing to say, ‘How do we get photovoltaics commercialized?’ ” Weisenmiller said. “It’s another thing to say, ‘How do you make sure that everyone participates in some fashion? How do you make sure that you’re really reaching out to our disadvantaged communities?’ ”\u003c/p>\n\u003cp>\u003cstrong>‘There’s Going to Be Mistakes Made’\u003c/strong>\u003c/p>\n\u003cp>Asked about his climate plan, Biden pledged to seize the “opportunity” of climate change to reshape the country’s economy.\u003c/p>\n\u003cp>“We’re the only country in the world that’s ever turned great problems into great opportunities,” he said.\u003c/p>\n\u003cp>To make that happen, Biden sounded ready to embrace lessons from the Recovery Act’s clean energy investment: political patience and an embrace of risk-taking.\u003c/p>\n\u003cp>“Some of the experimentation that’s going to take place to get us to net zero emissions, there’s going to be mistakes made,” Biden said. “But that can’t turn us back from the commitment.”\u003c/p>\n\u003cp>If climate-focused research and development goes off without a hitch, it likely isn’t moving the needle enough, said Weisenmiller.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>“You have to really expect some failures to occur,” Weisenmiller added. “But if you do enough things, and you have enough successes, you’re going to push things forward.”\u003c/p>\n\n",
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"excerpt": "Joe Biden is betting voters will take a second look at the billions of dollars in clean energy funds that went to California thanks to the 2009 American Recovery and Reinvestment Act.",
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"title": "With California Voters Focused on Climate, Biden Touts Obama-Era Energy Investments | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>With early voting underway in California, the Democratic candidates for president are facing a Golden State electorate more concerned than ever before with how the next commander in chief will confront the globe’s changing climate.\u003c/p>\n\u003cp>Joe Biden’s climate spending plan pales in comparison to the ambitious proposals of his Democratic rivals. But the former vice president can make a unique pitch: He is the only candidate who has already guided a nationwide clean energy initiative.\u003c/p>\n\u003cp>Biden is betting that the billions of dollars in clean energy funds that went to California in the Obama administration’s American Recovery and Reinvestment Act will help him make his case to voters — and provide him with a boost in the March 3 primary.\u003c/p>\n\u003cp>“The attitude of Californians in terms of the intensity of their feeling for all of what we were doing through the Recovery Act in California was a heck of a lot less intense than it is today,” Biden said in an interview with KQED. “Here we are now eight, nine, 10 years later and I’m not being critical of anybody in California — you’ve been ahead of everybody — but everybody sort of had an epiphany here. Everybody understands this is really worth it.”\u003c/p>\n\u003cp>In 2009, with the country reeling from the Great Recession, President Barack Obama tasked Biden with overseeing the administration’s $787 billion stimulus package.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Included in the bill was a $90 billion investment in clean energy, the largest in U.S. history. The biggest renewable energy windfall went to California: $11.8 billion by the end of Obama’s first term — triple the amount awarded to any other state.\u003c/p>\n\u003cp>The Recovery Act experience showed that Biden can pursue a green initiative that balances large-scale government investment with private sector innovation, said Joseph Aldy, professor of the practice of public policy at the John F. Kennedy School of Government at Harvard University.\u003c/p>\n\u003cp>“I think it’s this kind of experience that for Vice President Biden, helps him form a very pragmatic approach,” said Aldy, who served in the Obama administration as special assistant to the president for energy and environment.\u003c/p>\n\u003cp>But in a presidential primary marked by competition over ambitious progressive agendas, there’s a political risk in asking voters to turn their attention back a decade.\u003c/p>\n\u003cp>Biden’s leading opponents in California are running on their climate plans, not records. Bernie Sanders’ (the \u003ca href=\"https://www.kqed.org/news/11798764/bernie-sanders-pulls-away-from-pack-in-california\" target=\"_blank\" rel=\"noopener noreferrer\">current leader\u003c/a> in state primary polling) is calling for a “Green New Deal” with nearly 10 times the spending Biden’s plan envisions, for example.\u003c/p>\n\u003cp>“I’m concerned about whether or not climate change will be at the top of the agenda for a Biden administration,” said Leah Stokes, assistant professor of political science at UC Santa Barbara.\u003c/p>\n\u003cp>And unlike Biden, candidates including Sanders, Massachusetts Sen. Elizabeth Warren and former South Bend Mayor Pete Buttigieg are calling for a nationwide ban on new hydraulic fracking — a method of extracting oil by using water and chemicals to crack open geological formations. That position is likely to win over environmental activists in California, where Gov. Gavin Newsom recently placed a moratorium on new fracking permits, in part over concerns about methane leakage from the process.\u003c/p>\n\u003cp>To win over California climate voters, Biden will have to persuade them to take a second look at Obama-era investments that largely flew under the radar, re-examine some high-profile failures and embrace lessons from the Recovery Act as a stepping stone to future climate action.\u003c/p>\n\u003cfigure id=\"attachment_11800190\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11800190\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/02/RS41120_Biden-Solar-2-large-qut-800x533.jpg\" alt=\"U.S. President Barack Obama and Vice President Joe Biden look at solar panels as they tour the solar array at the Denver Museum of Nature and Science in Denver, Colorado, February 17, 2009.\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41120_Biden-Solar-2-large-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41120_Biden-Solar-2-large-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41120_Biden-Solar-2-large-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41120_Biden-Solar-2-large-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Former President Barack Obama and Vice President Joe Biden look at solar panels as they tour the solar array at the Denver Museum of Nature and Science in Denver, Colorado, on Feb. 17, 2009. \u003ccite>(Jim Watson/AFP via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Voter Focus on Climate Change\u003c/strong>\u003c/p>\n\u003cp>The last time Biden ran for president, in 2008, climate change barely registered as a priority for California primary voters.\u003c/p>\n\u003cp>In a \u003ca href=\"https://www.ppic.org/content/pubs/survey/S_1207MBS.pdf\">December 2007 survey\u003c/a> from the Public Policy Institute of California, just 3% of primary voters picked “environment” as the issue they wanted to hear about most from presidential candidates.\u003c/p>\n\u003cp>Twelve years later, after \u003ca href=\"https://www.kqed.org/science/1932445/un-report-issues-life-or-death-warning-for-planetary-survival\" target=\"_blank\" rel=\"noopener noreferrer\">dire warnings\u003c/a> about the impending damage that could come with a warmer planet, and \u003ca href=\"https://www.kqed.org/science/1944993/study-climate-change-a-leading-driver-of-californias-wildfires\" target=\"_blank\" rel=\"noopener noreferrer\">more intense wildfires\u003c/a> wreaking havoc at both ends of the state, voter priorities among Democrats in California have drastically shifted.\u003c/p>\n\u003cp>Now, primary voters name climate change as their highest priority for the next president, according to a \u003ca href=\"https://news.berkeley.edu/2019/12/09/warren-biden-slip-in-california-primary-race-says-new-berkeley-igs-poll/\" target=\"_blank\" rel=\"noopener noreferrer\">December poll\u003c/a> from the UC Berkeley Institute of Governmental Studies.\u003c/p>\n\u003cp>“The perception of what is needed, that’s changed drastically, thank God,” Biden said.\u003c/p>\n\u003cp>Biden is betting that the Recovery Act, remembered by most as a Keynesian response to revive the economy during the Great Recession, will gain new bona fides as a major climate initiative.\u003c/p>\n\u003cp>\u003cstrong>A ‘Major Down Payment’\u003c/strong>\u003c/p>\n\u003cp>In the last decade, California became home to the world’s bestselling electric car and largest solar-thermal power plant. Cities replaced millions of street lights with energy-efficient LED bulbs and state leaders recently celebrated California’s one-millionth solar roof installation.\u003c/p>\n\u003cp>All of those gains were made, in part, because of the funds that flowed from the Recovery Act.\u003c/p>\n\u003cp>Billions of dollars in loan guarantees helped develop the Ivanpah solar plant in the Mojave Desert and the Tesla Motors factory in Fremont, while grants and tax breaks provided incentives for cities and homeowners to make energy efficiency upgrades.\u003c/p>\n\u003cfigure id=\"attachment_11533488\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11533488\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2017/06/RooftopSolarInstall-800x515.jpg\" alt=\"Workers install solar panels on the roof of a home in San Rafael.\" width=\"800\" height=\"515\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2017/06/RooftopSolarInstall-800x515.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/06/RooftopSolarInstall-160x103.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/06/RooftopSolarInstall-1020x657.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/06/RooftopSolarInstall.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/06/RooftopSolarInstall-1180x760.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/06/RooftopSolarInstall-960x618.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/06/RooftopSolarInstall-240x155.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/06/RooftopSolarInstall-375x241.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/06/RooftopSolarInstall-520x335.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Workers install solar panels on the roof of a home in San Rafael. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Robert Weisenmiller, who served as a California’s energy commissioner from 2010 to 2019, said the stimulus package provided a “major down payment on our energy infrastructure.”\u003c/p>\n\u003cp>“We did a surprisingly large number of projects, about nine major solar projects,” he added. “No one had ever really tried to do that level of permitting. And many of these projects combined state and federal land in some fashion. So it really laid the groundwork for a lot of the future we’re in now.”\u003c/p>\n\u003cp>The Obama administration \u003ca href=\"https://obamawhitehouse.archives.gov/sites/default/files/page/files/20160225_cea_final_clean_energy_report.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">credited Recovery Act\u003c/a> investments with saving enough energy to power 10,000 homes by 2050 and a 2011 study from the \u003ca href=\"https://www.bluegreenalliance.org/resources/rebuilding-green-the-american-recovery-and-reinvestment-act-and-the-green-economy/\" target=\"_blank\" rel=\"noopener noreferrer\">BlueGreen Alliance\u003c/a> credited the Recovery Act’s clean energy initiatives with “creating or saving nearly a million jobs.”\u003c/p>\n\u003cp>“In the past, people would say, ‘Oh, if you’re supporting solar panels, that might be costing us jobs in other parts of the economy,'” said Harvard professor Joseph Aldy. “Well now we realize that if we’re investing in the installation of solar panels, and in their manufacturing, we’re actually creating some jobs.”\u003c/p>\n\u003cp>“It makes people think twice about what a clean energy transition might look like from a labor standpoint, not just from a reducing carbon dioxide emissions standpoint,” Aldy added.\u003c/p>\n\u003cp>\u003cstrong>Notable Failures\u003c/strong>\u003c/p>\n\u003cp>But like so much of the Obama administration’s stimulus package, many clean energy investments largely flew under the radar, like the tax breaks folded into corporate and personal returns, and grants dropped into city coffers for future spending.\u003c/p>\n\u003cp>The projects in California that did receive attention were not the shining examples the administration had hoped for.\u003c/p>\n\u003cp>The most notable failure was Solyndra, the solar panel manufacturer which received the first loan guarantee from the Recovery Act: $535 million to build their manufacturing facility in the Bay Area city of Fremont and a \u003ca href=\"https://www.youtube.com/watch?v=KYiJ-_K9NCo\" target=\"_blank\" rel=\"noopener noreferrer\">visit from President Obama\u003c/a> to boot.\u003c/p>\n\u003cp>In 2011, the \u003ca href=\"https://www.kqed.org/news/38746/fremonts-solyndra-solar-tech-firm-suspending-operations-filing-bankruptcy\">company went bankrupt\u003c/a>, laying off 1,100 workers. Solyndra’s flop \u003ca href=\"https://www.energy.gov/sites/prod/files/2015/08/f26/11-0078-I.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">drew scrutiny\u003c/a> of the company’s loan application and \u003ca href=\"https://www.washingtonpost.com/politics/solyndra-energy-department-failed-to-sound-alarm-as-solar-company-sank/2011/11/04/gIQAGQgfBN_story.html\" target=\"_blank\" rel=\"noopener noreferrer\">unleashed criticism\u003c/a> that the Energy Department propped up the manufacturer because of its investors’ ties to the president. The next year, Republicans spent millions on ads attacking Obama over the loan guarantee.\u003c/p>\n\u003cp>“We learned that the appetite for risk in the political environment in Washington, D.C. is relatively low,” Aldy said.\u003c/p>\n\u003cp>Like Solyndra, the massive Ivanpah Solar Power Facility in the Mojave Desert has been targeted as a symbol of the stimulus packages’ largess.\u003c/p>\n\u003cfigure id=\"attachment_10826397\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-10826397\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2016/01/GettyImages-476570455-800x539.jpg\" alt=\"Heliostats - in essence, rotating mirrors - at the Ivanpah solar power plant, in California's Mojave Desert south of Las Vegas. \" width=\"800\" height=\"539\">\u003cfigcaption class=\"wp-caption-text\">Heliostats – in essence, rotating mirrors – at the Ivanpah solar power plant, in California’s Mojave Desert south of Las Vegas. \u003ccite>(Ethan Miller/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Perhaps the most New Deal-esque project to land in California through the Recovery Act, Ivanpah was the largest solar thermal power plant in the world at the time of its completion in 2014: Hundreds of thousands of sunlight-reflecting mirrors spread across 5 square miles of federal land. Oakland-based BrightSource Energy received more than $1.37 billion in loan guarantees through the Recovery Act to construct the facility.\u003c/p>\n\u003cp>The early reports on Ivanpah were \u003ca href=\"https://www.kqed.org/news/3812/the-ivanpah-solar-facilitys-pollution-problem\" target=\"_blank\" rel=\"noopener noreferrer\">less than stellar\u003c/a>: criticism that it harmed local wildlife, energy production that fell short of targets and an over-reliance on natural gas to operate the system at night and on cloudy days, which rendered the facility a carbon polluter.\u003c/p>\n\u003cp>But while the cost efficiency of Ivanpah is \u003ca href=\"https://www.bloomberg.com/news/articles/2019-08-15/green-flops-why-some-promising-cleantech-ideas-didn-t-work-out\" target=\"_blank\" rel=\"noopener noreferrer\">still maligned\u003c/a>, clean energy production from the facility has \u003ca href=\"https://www.eia.gov/electricity/data/browser/#/plant/57074?freq=A&start=2014&end=2018&ctype=linechart<ype=pin&columnchart=ELEC.PLANT.GEN.57074-ALL-ALL.A&linechart=ELEC.PLANT.GEN.57074-ALL-ALL.A&pin=&maptype=0\" target=\"_blank\" rel=\"noopener noreferrer\">edged up\u003c/a> in \u003ca href=\"https://www.eia.gov/electricity/data/browser/#/plant/57073?freq=A&start=2014&end=2018&ctype=linechart<ype=pin&columnchart=ELEC.PLANT.GEN.57073-ALL-ALL.A&linechart=ELEC.PLANT.GEN.57073-ALL-ALL.A&pin=&maptype=0\" target=\"_blank\" rel=\"noopener noreferrer\">recent\u003c/a> \u003ca href=\"https://www.eia.gov/electricity/data/browser/#/plant/57075?freq=A&start=2014&end=2018&ctype=linechart<ype=pin&columnchart=ELEC.PLANT.GEN.57075-ALL-ALL.A&linechart=ELEC.PLANT.GEN.57075-ALL-ALL.A&pin=&maptype=0\" target=\"_blank\" rel=\"noopener noreferrer\">years\u003c/a>, and experts have hailed it as a trailblazer for future large-scale solar power production.\u003c/p>\n\u003cp>UC Santa Barbara professor Leah Stokes argued that the loan guarantee program that funded Ivanpah and Solyndra deserves a second look.\u003c/p>\n\u003cp>“The government made money on that program while also supporting lots of companies creating new technologies,” Stokes said. “And a project like Ivanpah, which is riskier because it’s new and innovative, is exactly the kind of thing that the federal government should be supporting.”\u003c/p>\n\u003cp>“I actually think that those were really smart investments that the federal government made,” she said.\u003c/p>\n\u003cp>\u003cstrong>Future Investments Must Go Further, Experts Say \u003c/strong>\u003c/p>\n\u003cp>Even proponents of the Recovery Act’s clean energy impacts acknowledge that Biden, or any other Democratic contender, will have to drastically up the ante in future climate-focused investments.\u003c/p>\n\u003cp>Because while the stimulus invested heavily in renewable energy, it wasn’t explicitly designed to fight climate change.\u003c/p>\n\u003cp>Federal dollars were prioritized for shovel-ready projects as part of the stimulus’ chief goal of getting Americans back to work.\u003c/p>\n\u003cp>And a mechanism to limit greenhouse gases, like California’s cap-and-trade system, never came to fruition: Obama and Biden failed to rally enough support in the U.S Senate for a \u003ca href=\"https://www.npr.org/templates/story/story.php?storyId=112795024\" target=\"_blank\" rel=\"noopener noreferrer\">carbon pricing measure\u003c/a>.\u003c/p>\n\u003cp>A decade later, it’s hard to evaluate the impact the Recovery Act had on the decarbonization of the economy. Studies \u003ca href=\"https://www.sciencedirect.com/science/article/pii/S1364032114008855\" target=\"_blank\" rel=\"noopener noreferrer\">have found\u003c/a> that emissions dropped more than expected in the years after the stimulus, but largely attribute that to a slowed economy and a nationwide shift from coal to natural gas.\u003c/p>\n\u003cp>“Let’s face it, in 2010, it was economic recovery we were focused on. Now, we have to focus on climate change,” said Weisenmiller, the former California energy commissioner. “We need more on the level of a World War II-type of effort to really move the needle on climate — American Recovery and Reinvestment Act times ten or something.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Biden’s leading opponents in California have made climate proposals that more closely mirror that wartime scope, led by Sanders’ promise of a $16.3 trillion investment.\u003c/p>\n\u003cp>Biden has pledged $1.7 trillion in spending and wants Congress to pass emissions limits that would drive further private-sector capital toward clean energy. And he says his foreign policy experience makes him well-equipped to bring other nations along in a global effort to reduce greenhouse gas emissions.\u003c/p>\n\u003cp>When the Recovery Act was signed, the concept of climate justice was in its nascent stages. A \u003ca href=\"https://www.sciencedirect.com/science/article/pii/S1364032114008855\" target=\"_blank\" rel=\"noopener noreferrer\">2015 study from the International Institute for Industrial Environmental Economics\u003c/a> at Lund University found that “there is no data that can be used to determine which demographic groups gained most as a result of the Renewable Energy stimulus.”\u003c/p>\n\u003cp>By contrast, the climate plans of the leading Democrats in 2020 all come with a nod to climate justice and promise that economic mobilization in the face of a climate crisis will also address racial and socioeconomic disparities.\u003c/p>\n\u003cp>“It’s one thing to say, ‘How do we get photovoltaics commercialized?’ ” Weisenmiller said. “It’s another thing to say, ‘How do you make sure that everyone participates in some fashion? How do you make sure that you’re really reaching out to our disadvantaged communities?’ ”\u003c/p>\n\u003cp>\u003cstrong>‘There’s Going to Be Mistakes Made’\u003c/strong>\u003c/p>\n\u003cp>Asked about his climate plan, Biden pledged to seize the “opportunity” of climate change to reshape the country’s economy.\u003c/p>\n\u003cp>“We’re the only country in the world that’s ever turned great problems into great opportunities,” he said.\u003c/p>\n\u003cp>To make that happen, Biden sounded ready to embrace lessons from the Recovery Act’s clean energy investment: political patience and an embrace of risk-taking.\u003c/p>\n\u003cp>“Some of the experimentation that’s going to take place to get us to net zero emissions, there’s going to be mistakes made,” Biden said. “But that can’t turn us back from the commitment.”\u003c/p>\n\u003cp>If climate-focused research and development goes off without a hitch, it likely isn’t moving the needle enough, said Weisenmiller.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“You have to really expect some failures to occur,” Weisenmiller added. “But if you do enough things, and you have enough successes, you’re going to push things forward.”\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Federal Agency Looks Into Complaints of Sudden Acceleration in Three Tesla Models",
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"content": "\u003cp>The U.S. government's auto safety agency is looking into allegations that all three models of Tesla's electric vehicles can accelerate suddenly on their own.\u003c/p>\n\u003cp>An unidentified person petitioned the National Highway Traffic Safety Administration asking for an investigation into the problem. An agency document shows 127 owner complaints to the government, which includes 110 crashes and 52 injuries.\u003c/p>\n\u003cp>The agency said it will look into allegations that cover about 500,000 Tesla vehicles. That includes Model 3, Model S and Model X vehicles from the 2013 through 2019 model years. The agency's investigations office will evaluate the petition and then decide if it should open a formal probe.\u003c/p>\n\u003cp>Messages were left Friday seeking comment from Tesla.\u003c/p>\n\u003cp>NHTSA is already investigating three December crashes involving Tesla vehicles in which three people were killed. The agency's special crash investigations unit sent teams to Gardena, California, and Terre Haute, Indiana, to probe two fatal crashes. Another crash in Connecticut also is under investigation.\u003c/p>\n\u003cp>Frank Boris, a former head of safety defect investigations for NHTSA, said the number of complaints cited in the petition is unusual and warrants further investigation.\u003c/p>\n\u003cp>“The sheer number of complaints would certainly catch my eye,” said Boris, who now runs an auto safety consulting business.\u003c/p>\n\u003cp>Tesla owners communicate with other owners in online forums and via social media, and that could influence the number of complaints, he said.\u003c/p>\n\u003cp>[aside postID='news_11793816,news_11778417,news_11723347']He thought the timing of the petition is good, because the agency needs to do a “deeper dive” into Tesla safety, he said.\u003c/p>\n\u003cp>Some of the unintended acceleration complaints, which have yet to be verified by NHTSA, allege that the cars’ electronics malfunctioned.\u003c/p>\n\u003cp>For instance, one owner in San Clemente told NHTSA that in November 2018, a Model X SUV accelerated on its own to full power during a U-turn on a city street. The driver had a foot on the brake, but the SUV accelerated in a fraction of a second, according to the complaint. The driver alleged that something in Tesla’s system “triggered the sudden spontaneously full acceleration, resulting in this collision.”\u003c/p>\n\u003cp>The SUV hit a parked vehicle, the air bags inflated and the owner had a large abdominal bruise and several small chest bruises, according to the complaint. People who file complaints with NHTSA are not identified in the agency’s database.\u003c/p>\n\u003cp>That driver asked NHTSA to find out whether the Tesla complaints had common elements, including parking or making turns at low speeds.\u003c/p>\n\u003cp>In another crash, in May 2013, the owner of a Model S sedan in Thousand Oaks complained that while pulling into a parking spot the car suddenly accelerated on its own.\u003c/p>\n\u003cp>The Model S went over a parking block and a curb and struck a cement light post. The air bags inflated, but no one was hurt, the complaint said.\u003c/p>\n\u003cp>Three weeks after the crash, the owner got a letter from Tesla saying that the accelerator was depressed to 48% just before the crash and 98% at the time of impact. The owner still believes the car accelerated by itself, the complaint stated.\u003c/p>\n\u003cp>Anyone can petition NHTSA to investigate an auto safety problem, and the agency said in a statement Friday that it encourages people to report concerns.\u003c/p>\n\u003cp>In the other Tesla crashes that NHTSA is investigating, authorities are trying to determine whether the cars were operating on Tesla's Autopilot driver assist system, which is designed to keep a car in its lane and a safe distance from other vehicles. Autopilot also can change lanes on its own.\u003c/p>\n\u003cp>Separately, the National Transportation Safety Board will hold a hearing Feb. 25 on a fatal crash in Mountain View involving a Tesla that was operating on the company's Autopilot system.\u003c/p>\n\u003cp>Tesla has said repeatedly that its Autopilot is designed only to assist drivers, who must still pay attention and be ready to intervene at all times. The company contends that Teslas with Autopilot are safer than vehicles without it, but cautions that the system does not prevent all crashes.\u003c/p>\n\u003cp>NHTSA’s crash program has inspected 23 crashes involving vehicles that the agency believed were operating on some form of partially automated advanced driver assist system. Fourteen of these cases involved Tesla models.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The U.S. government's auto safety agency is looking into allegations that all three models of Tesla's electric vehicles can accelerate suddenly on their own.\u003c/p>\n\u003cp>An unidentified person petitioned the National Highway Traffic Safety Administration asking for an investigation into the problem. An agency document shows 127 owner complaints to the government, which includes 110 crashes and 52 injuries.\u003c/p>\n\u003cp>The agency said it will look into allegations that cover about 500,000 Tesla vehicles. That includes Model 3, Model S and Model X vehicles from the 2013 through 2019 model years. The agency's investigations office will evaluate the petition and then decide if it should open a formal probe.\u003c/p>\n\u003cp>Messages were left Friday seeking comment from Tesla.\u003c/p>\n\u003cp>NHTSA is already investigating three December crashes involving Tesla vehicles in which three people were killed. The agency's special crash investigations unit sent teams to Gardena, California, and Terre Haute, Indiana, to probe two fatal crashes. Another crash in Connecticut also is under investigation.\u003c/p>\n\u003cp>Frank Boris, a former head of safety defect investigations for NHTSA, said the number of complaints cited in the petition is unusual and warrants further investigation.\u003c/p>\n\u003cp>“The sheer number of complaints would certainly catch my eye,” said Boris, who now runs an auto safety consulting business.\u003c/p>\n\u003cp>Tesla owners communicate with other owners in online forums and via social media, and that could influence the number of complaints, he said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>He thought the timing of the petition is good, because the agency needs to do a “deeper dive” into Tesla safety, he said.\u003c/p>\n\u003cp>Some of the unintended acceleration complaints, which have yet to be verified by NHTSA, allege that the cars’ electronics malfunctioned.\u003c/p>\n\u003cp>For instance, one owner in San Clemente told NHTSA that in November 2018, a Model X SUV accelerated on its own to full power during a U-turn on a city street. The driver had a foot on the brake, but the SUV accelerated in a fraction of a second, according to the complaint. The driver alleged that something in Tesla’s system “triggered the sudden spontaneously full acceleration, resulting in this collision.”\u003c/p>\n\u003cp>The SUV hit a parked vehicle, the air bags inflated and the owner had a large abdominal bruise and several small chest bruises, according to the complaint. People who file complaints with NHTSA are not identified in the agency’s database.\u003c/p>\n\u003cp>That driver asked NHTSA to find out whether the Tesla complaints had common elements, including parking or making turns at low speeds.\u003c/p>\n\u003cp>In another crash, in May 2013, the owner of a Model S sedan in Thousand Oaks complained that while pulling into a parking spot the car suddenly accelerated on its own.\u003c/p>\n\u003cp>The Model S went over a parking block and a curb and struck a cement light post. The air bags inflated, but no one was hurt, the complaint said.\u003c/p>\n\u003cp>Three weeks after the crash, the owner got a letter from Tesla saying that the accelerator was depressed to 48% just before the crash and 98% at the time of impact. The owner still believes the car accelerated by itself, the complaint stated.\u003c/p>\n\u003cp>Anyone can petition NHTSA to investigate an auto safety problem, and the agency said in a statement Friday that it encourages people to report concerns.\u003c/p>\n\u003cp>In the other Tesla crashes that NHTSA is investigating, authorities are trying to determine whether the cars were operating on Tesla's Autopilot driver assist system, which is designed to keep a car in its lane and a safe distance from other vehicles. Autopilot also can change lanes on its own.\u003c/p>\n\u003cp>Separately, the National Transportation Safety Board will hold a hearing Feb. 25 on a fatal crash in Mountain View involving a Tesla that was operating on the company's Autopilot system.\u003c/p>\n\u003cp>Tesla has said repeatedly that its Autopilot is designed only to assist drivers, who must still pay attention and be ready to intervene at all times. The company contends that Teslas with Autopilot are safer than vehicles without it, but cautions that the system does not prevent all crashes.\u003c/p>\n\u003cp>NHTSA’s crash program has inspected 23 crashes involving vehicles that the agency believed were operating on some form of partially automated advanced driver assist system. Fourteen of these cases involved Tesla models.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>DETROIT — Three crashes involving Teslas that killed three people in the past month have increased scrutiny of the company’s Autopilot driving system just months before CEO Elon Musk’s planned deployment of fully self-driving cars on the streets.\u003c/p>\n\u003cp>On Sunday, a Tesla Model S sedan left a freeway in the Los Angeles suburb of Gardena at a high speed, ran a red light and struck a Honda Civic, killing two people inside, police said.\u003c/p>\n\u003cp>On the same day, a Tesla Model 3 hit a parked firetruck on an Indiana freeway, killing a passenger in the Tesla.\u003c/p>\n\u003cp>And on Dec. 7, yet another Model 3 struck a police cruiser on a Connecticut highway, though no one was hurt.\u003c/p>\n\u003cp>The special crash investigation unit of the National Highway Traffic Safety Administration is looking into the California crash. The agency hasn’t decided whether its special-crash unit will review the crash that occurred Sunday near Terre Haute, Indiana. In both cases, authorities have yet to determine whether Tesla’s Autopilot system was being used.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>NHTSA also is investigating the Connecticut crash, in which the driver told police that the car was operating on Autopilot, a Tesla system designed to keep a car in its lane and a safe distance from other vehicles. Autopilot also can change lanes on its own.\u003c/p>\n\u003cp>Tesla has said repeatedly that its Autopilot system is designed only to assist drivers, who must still pay attention and be ready to intervene at all times. The company contends that Teslas with Autopilot are safer than vehicles without it, but cautions that the system does not prevent all crashes.\u003c/p>\n\u003cp>Even so, experts and safety advocates say a string of Tesla crashes raises serious questions about whether drivers have become too reliant on Tesla’s technology and whether the company does enough to ensure that drivers keep paying attention. Some critics have said it’s past time for NHTSA to stop investigating and to take action, such as forcing Tesla to make sure drivers pay attention when the system is being used.\u003c/p>\n\u003cp>NHTSA has started investigations into 13 Tesla crashes dating to at least 2016 in which the agency believes Autopilot was operating. The agency has yet to issue any regulations, though it is studying how it should evaluate similar “advanced driver assist” systems.\u003c/p>\n\u003cp>“At some point, the question becomes: How much evidence is needed to determine that the way this technology is being used is unsafe?” said Jason Levine, executive director of the nonprofit Center for Auto Safety in Washington. “In this instance, hopefully these tragedies will not be in vain and will lead to something more than an investigation by NHTSA.”\u003c/p>\n\u003cp>Levine and others have called on the agency to require Tesla to limit the use of Autopilot to mainly four-lane divided highways without cross traffic. They also want Tesla to install a better system to monitor drivers to make sure they’re paying attention all the time. Tesla’s system requires drivers to place their hands on the steering wheel. But federal investigators have found that this system lets drivers zone out for too long.\u003c/p>\n\u003cp>Tesla plans to use the same cameras and radar sensors, though with a more powerful computer, in its fully self-driving vehicles. Critics question whether those cars will be able to drive themselves safely without putting other motorists in danger.\u003c/p>\n\u003cp>Doubts about Tesla’s Autopilot system have long persisted. In September, the National Transportation Safety Board, which investigates transportation accidents, issued \u003ca href=\"https://ntsb.gov/investigations/AccidentReports/Reports/HAB1907.pdf\" rel=\"noopener noreferrer\" target=\"_blank\">a report\u003c/a> saying that a design flaw in Autopilot and driver inattention combined to cause a Tesla Model S to slam into a firetruck parked along Interstate 405 in Culver City in January 2018. The board determined that the driver was overly reliant on the system and that Autopilot’s design let him disengage from driving for too long.\u003c/p>\n\u003cp>In addition to the deaths on Sunday night, three U.S. fatal crashes since 2016 — two in Florida and \u003ca href=\"https://www.kqed.org/news/11673299/tesla-suv-on-autopilot-accelerated-before-fatal-mountain-view-crash\" rel=\"noopener noreferrer\" target=\"_blank\">one on U.S. 101 in Mountain View\u003c/a> — involved vehicles using Autopilot.\u003c/p>\n\u003cp>David Friedman, vice president of advocacy for Consumer Reports and a former acting NHTSA administrator, said the agency should have declared Autopilot defective and sought a recall after \u003ca href=\"https://www.theverge.com/2017/2/1/14458662/tesla-autopilot-crash-accident-florida-fatal-highway-patrol-report\" rel=\"noopener noreferrer\" target=\"_blank\">a 2016 crash\u003c/a> in Florida that killed a driver. Neither Tesla’s system nor the driver had braked before the car went underneath a semi-trailer that had turned in front of the car.\u003c/p>\n\u003cp>“We don’t need any more people getting hurt for us to know that there is a problem and that Tesla and NHTSA have failed to address it,” Friedman said.\u003c/p>\n\u003cp>In addition to NHTSA, states can regulate autonomous vehicles, though many have decided they want to encourage testing.\u003c/p>\n\u003cp>In the 2016 crash, NHTSA closed its investigation without seeking a recall. Friedman, who was not at NHTSA at the time, said the agency determined that the problem didn’t happen frequently. But he said that argument has since been debunked.\u003c/p>\n\u003cp>Friedman said it’s foreseeable some drivers will not pay attention to the road while using Autopilot, so the system is defective.\u003c/p>\n\u003cp>“The public is owed some explanation for the lack of action,” he said. “Simply saying they’re continuing to investigate — that line has worn out its usefulness and its credibility.”\u003c/p>\n\u003cp>In a statement, NHTSA said it relies on data to make decisions, and if it finds any vehicle poses an unreasonable safety risk, “the agency will not hesitate to take action.” NHTSA also has said it doesn’t want to stand in the way of technology given its life-saving potential.\u003c/p>\n\u003cp>Messages were left Thursday seeking comment from Tesla.\u003c/p>\n\u003cp>Raj Rajkumar, an electrical and computer engineering professor at Carnegie Mellon University, said it’s likely that the Tesla in Sunday’s California crash was operating on Autopilot, which has become confused in the past by lane lines. He speculated that the lane line was more visible for the exit ramp, so the car took the ramp because it looked like a freeway lane. He also suggested that the driver might not have been paying close attention.\u003c/p>\n\u003cp>“No normal human being would not slow down in an exit lane,” he said.\u003c/p>\n\u003cp>In April, Musk said he expected to start converting the company’s electric cars to fully self-driving vehicles in 2020 to create a network of robotic taxis to compete against Uber and other ride-hailing services.\u003c/p>\n\u003cp>At the time, experts said the technology isn’t ready and that Tesla’s camera and radar sensors weren’t good enough for a self-driving system. Rajkumar and others say additional crashes have proved that to be true.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>Many experts say they’re not aware of fatal crashes involving similar driver-assist systems from General Motors, Mercedes and other automakers. GM monitors drivers with cameras and will shut down the driving system if they don’t watch the road.\u003c/p>\n\n",
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"excerpt": "Incidents include a Dec. 29 crash in the L.A. area in which two people died when a speeding Tesla sedan exited a freeway, ran a red light and broadsided another car.",
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"title": "3 Crashes, 3 Deaths Raise New Questions About Safety of Tesla Autopilot | KQED",
"description": "Incidents include a Dec. 29 crash in the L.A. area in which two people died when a speeding Tesla sedan exited a freeway, ran a red light and broadsided another car.",
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"nprByline": "\u003cstrong>Tom Krisher\u003cbr />Associated Press\u003c/strong>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>DETROIT — Three crashes involving Teslas that killed three people in the past month have increased scrutiny of the company’s Autopilot driving system just months before CEO Elon Musk’s planned deployment of fully self-driving cars on the streets.\u003c/p>\n\u003cp>On Sunday, a Tesla Model S sedan left a freeway in the Los Angeles suburb of Gardena at a high speed, ran a red light and struck a Honda Civic, killing two people inside, police said.\u003c/p>\n\u003cp>On the same day, a Tesla Model 3 hit a parked firetruck on an Indiana freeway, killing a passenger in the Tesla.\u003c/p>\n\u003cp>And on Dec. 7, yet another Model 3 struck a police cruiser on a Connecticut highway, though no one was hurt.\u003c/p>\n\u003cp>The special crash investigation unit of the National Highway Traffic Safety Administration is looking into the California crash. The agency hasn’t decided whether its special-crash unit will review the crash that occurred Sunday near Terre Haute, Indiana. In both cases, authorities have yet to determine whether Tesla’s Autopilot system was being used.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>NHTSA also is investigating the Connecticut crash, in which the driver told police that the car was operating on Autopilot, a Tesla system designed to keep a car in its lane and a safe distance from other vehicles. Autopilot also can change lanes on its own.\u003c/p>\n\u003cp>Tesla has said repeatedly that its Autopilot system is designed only to assist drivers, who must still pay attention and be ready to intervene at all times. The company contends that Teslas with Autopilot are safer than vehicles without it, but cautions that the system does not prevent all crashes.\u003c/p>\n\u003cp>Even so, experts and safety advocates say a string of Tesla crashes raises serious questions about whether drivers have become too reliant on Tesla’s technology and whether the company does enough to ensure that drivers keep paying attention. Some critics have said it’s past time for NHTSA to stop investigating and to take action, such as forcing Tesla to make sure drivers pay attention when the system is being used.\u003c/p>\n\u003cp>NHTSA has started investigations into 13 Tesla crashes dating to at least 2016 in which the agency believes Autopilot was operating. The agency has yet to issue any regulations, though it is studying how it should evaluate similar “advanced driver assist” systems.\u003c/p>\n\u003cp>“At some point, the question becomes: How much evidence is needed to determine that the way this technology is being used is unsafe?” said Jason Levine, executive director of the nonprofit Center for Auto Safety in Washington. “In this instance, hopefully these tragedies will not be in vain and will lead to something more than an investigation by NHTSA.”\u003c/p>\n\u003cp>Levine and others have called on the agency to require Tesla to limit the use of Autopilot to mainly four-lane divided highways without cross traffic. They also want Tesla to install a better system to monitor drivers to make sure they’re paying attention all the time. Tesla’s system requires drivers to place their hands on the steering wheel. But federal investigators have found that this system lets drivers zone out for too long.\u003c/p>\n\u003cp>Tesla plans to use the same cameras and radar sensors, though with a more powerful computer, in its fully self-driving vehicles. Critics question whether those cars will be able to drive themselves safely without putting other motorists in danger.\u003c/p>\n\u003cp>Doubts about Tesla’s Autopilot system have long persisted. In September, the National Transportation Safety Board, which investigates transportation accidents, issued \u003ca href=\"https://ntsb.gov/investigations/AccidentReports/Reports/HAB1907.pdf\" rel=\"noopener noreferrer\" target=\"_blank\">a report\u003c/a> saying that a design flaw in Autopilot and driver inattention combined to cause a Tesla Model S to slam into a firetruck parked along Interstate 405 in Culver City in January 2018. The board determined that the driver was overly reliant on the system and that Autopilot’s design let him disengage from driving for too long.\u003c/p>\n\u003cp>In addition to the deaths on Sunday night, three U.S. fatal crashes since 2016 — two in Florida and \u003ca href=\"https://www.kqed.org/news/11673299/tesla-suv-on-autopilot-accelerated-before-fatal-mountain-view-crash\" rel=\"noopener noreferrer\" target=\"_blank\">one on U.S. 101 in Mountain View\u003c/a> — involved vehicles using Autopilot.\u003c/p>\n\u003cp>David Friedman, vice president of advocacy for Consumer Reports and a former acting NHTSA administrator, said the agency should have declared Autopilot defective and sought a recall after \u003ca href=\"https://www.theverge.com/2017/2/1/14458662/tesla-autopilot-crash-accident-florida-fatal-highway-patrol-report\" rel=\"noopener noreferrer\" target=\"_blank\">a 2016 crash\u003c/a> in Florida that killed a driver. Neither Tesla’s system nor the driver had braked before the car went underneath a semi-trailer that had turned in front of the car.\u003c/p>\n\u003cp>“We don’t need any more people getting hurt for us to know that there is a problem and that Tesla and NHTSA have failed to address it,” Friedman said.\u003c/p>\n\u003cp>In addition to NHTSA, states can regulate autonomous vehicles, though many have decided they want to encourage testing.\u003c/p>\n\u003cp>In the 2016 crash, NHTSA closed its investigation without seeking a recall. Friedman, who was not at NHTSA at the time, said the agency determined that the problem didn’t happen frequently. But he said that argument has since been debunked.\u003c/p>\n\u003cp>Friedman said it’s foreseeable some drivers will not pay attention to the road while using Autopilot, so the system is defective.\u003c/p>\n\u003cp>“The public is owed some explanation for the lack of action,” he said. “Simply saying they’re continuing to investigate — that line has worn out its usefulness and its credibility.”\u003c/p>\n\u003cp>In a statement, NHTSA said it relies on data to make decisions, and if it finds any vehicle poses an unreasonable safety risk, “the agency will not hesitate to take action.” NHTSA also has said it doesn’t want to stand in the way of technology given its life-saving potential.\u003c/p>\n\u003cp>Messages were left Thursday seeking comment from Tesla.\u003c/p>\n\u003cp>Raj Rajkumar, an electrical and computer engineering professor at Carnegie Mellon University, said it’s likely that the Tesla in Sunday’s California crash was operating on Autopilot, which has become confused in the past by lane lines. He speculated that the lane line was more visible for the exit ramp, so the car took the ramp because it looked like a freeway lane. He also suggested that the driver might not have been paying close attention.\u003c/p>\n\u003cp>“No normal human being would not slow down in an exit lane,” he said.\u003c/p>\n\u003cp>In April, Musk said he expected to start converting the company’s electric cars to fully self-driving vehicles in 2020 to create a network of robotic taxis to compete against Uber and other ride-hailing services.\u003c/p>\n\u003cp>At the time, experts said the technology isn’t ready and that Tesla’s camera and radar sensors weren’t good enough for a self-driving system. Rajkumar and others say additional crashes have proved that to be true.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Many experts say they’re not aware of fatal crashes involving similar driver-assist systems from General Motors, Mercedes and other automakers. GM monitors drivers with cameras and will shut down the driving system if they don’t watch the road.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Elon Musk Unveils Tesla's 'Bulletproof' Cybertruck – and Breaks the Windows",
"title": "Elon Musk Unveils Tesla's 'Bulletproof' Cybertruck – and Breaks the Windows",
"headTitle": "The California Report | KQED News",
"content": "\u003cp>Tesla co-founder and CEO Elon Musk showed off his company's all-electric \"Cybertruck\" on Thursday, touting its versatility and toughness. But the truck's unique design — it follows one angle from the front bumper to the top of the windshield, for instance — threw some Tesla fans for a loop. \u003c/p>\n\u003cp>And during a demonstration to show off the truck's \"armor glass,\" the windows smashed.\u003c/p>\n\u003cp>In typical Tesla style, the unveiling in Los Angeles included a countdown clock and an auditorium full of fans and journalists. The truck drove onto the stage through wafts of artificial smoke, and music drummed through loudspeakers. On the periphery, pyrotechnic flames rose as the vehicle stopped in front of a graffiti-style Cybertruck graphic, in stark black and white. \u003c/p>\n\u003cp>Musk had teased several of the design cues ahead of the event, citing influences from \u003cem>Bladerunner\u003c/em> to the James Bond movie \u003cem>The Spy Who Loved Me\u003c/em>. Both films featured vehicles with sharply angled front ends and overall wedge shapes — an approach to car design that's been seen as futuristic and aerodynamic since Alfa Romeo created the knifelike \u003ca href=\"https://www.classicdriver.com/en/article/cars/classic-concepts-1968-alfa-romeo-carabo\">Carabo\u003c/a> concept car in 1968. Others followed, such as Lamborghini's angular Countach and the Lotus Esprit, one of which was made into an amphibious vehicle for Roger Moore's James Bond — a car that \u003ca href=\"https://www.theguardian.com/technology/2013/oct/18/tesla-elon-musk-james-bond-lotus-submarine-car\">Musk bought in 2013\u003c/a>.\u003c/p>\n\u003cp>The front of the Cybertruck angles up to a point just above the front-seat headrests, where it meets an even longer slope down to the rear — a continuous plane that includes both a transparent roof panel and the truck's rolltop bed cover, which retracts behind the back seats.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Musk seems to have expected the wedge-shaped design to split some potential customers, saying months before the truck's long-awaited unveiling that \u003ca href=\"https://electrek.co/2019/03/15/tesla-cyberpunk-electric-pickup-truck-teaser-elon-musk/\">its look\u003c/a> \"may be too futuristic for most people.\" \u003c/p>\n\u003cfigure id=\"attachment_11788182\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg src=\"https://ww2.kqed.org/app/uploads/sites/10/2019/11/cybertruck-5_wide-a71c29f4a3bb25b815a5eea6bb234c41e4e3fd27-800x450.jpe\" alt=\"Tesla unveiled its Cybertruck electric vehicle Thursday night. After the much-hyped event, the company's fans were divided on the truck's aggressively angular design.\" width=\"800\" height=\"450\" class=\"size-medium wp-image-11788182\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/11/cybertruck-5_wide-a71c29f4a3bb25b815a5eea6bb234c41e4e3fd27-800x450.jpe 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/11/cybertruck-5_wide-a71c29f4a3bb25b815a5eea6bb234c41e4e3fd27-160x90.jpe 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/11/cybertruck-5_wide-a71c29f4a3bb25b815a5eea6bb234c41e4e3fd27-1020x574.jpe 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/11/cybertruck-5_wide-a71c29f4a3bb25b815a5eea6bb234c41e4e3fd27-1200x675.jpe 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/11/cybertruck-5_wide-a71c29f4a3bb25b815a5eea6bb234c41e4e3fd27.jpe 1435w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Tesla unveiled its Cybertruck electric vehicle Thursday night. After the much-hyped event, the company's fans were divided on the truck's aggressively angular design. \u003ccite>(via Tesla Motors)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The Cybertruck also looks markedly different from the truck concept improvised by Tesla owner Simone Giertz — who won fans earlier this year when she hacked off the back roof of a new Tesla Model 3 and converted the sedan into a truck. \u003c/p>\n\u003cp>Giertz, who was at the Tesla event, said of the Cybertruck,\" I have no idea what I think of it. Need to sleep on it.\"\u003c/p>\n\u003cp>On Friday, she elaborated somewhat: \"I've slept on it now, but my facial expression is still the same. I think I might have gotten chronic shocked \u003ca href=\"https://twitter.com/hashtag/Cybertruck?src=hashtag_click\">#Cybertruck\u003c/a> face.\"\u003c/p>\n\u003cp>https://twitter.com/SimoneGiertz/status/1197929481454813184?s=20\u003c/p>\n\u003cp>Critics called it a doorstop or a very ugly DeLorean — or something that might be seen in an old vector-graphic video game. But the truck also had its defenders, who seem to chalk up the initial negative comments to the Cybertruck's bold look.\u003c/p>\n\u003cp>\"Really disappointed by my colleagues at so many pubs who are dismissing the Cybertruck because it looks weird,\" \u003cem>Roadshow \u003c/em>Editor-in-Chief Tim Stevens \u003ca href=\"https://twitter.com/Tim_Stevens/status/1197783753705185284\">said via Twitter\u003c/a>. He added, \"Many of these same colleagues spent this entire week lamenting an industry that is churning out samey, half-assed crossover SUVs. I'll take weird over anonymous.\"\u003c/p>\n\u003cp>Twitter user David Wu \u003ca href=\"https://twitter.com/libdave/status/1197750810261647361\">compared it to a stealth fighter\u003c/a>: \"The F35 of pickup trucks. Don't think my mind has ever been blown like this before.\"\u003c/p>\n\u003cp>Tesla says the Cybertruck drives better than most sports cars and is more useful than a normal truck. From a standing start, the truck's maxed-out version can accelerate to 60 mph in 2.9 seconds, according to the company. And on paper at least, the pairing of electric motors — known for their high torque output — with a truck would seem to be a slam-dunk concept.\u003c/p>\n\u003cp>But pickup trucks, like most automobiles, are also sold on image. And both Tesla and Musk have repeatedly played up the new electric truck's ruggedness.\u003c/p>\n\u003cp>\"You want a truck that's really tough? Not fake tough?\" Musk asked the crowd Thursday night. He also said Tesla will make the exterior of the Cybertruck from a stainless steel alloy developed by his companies. \"We're going to be using the same alloy in the Starship rocket,\" Musk said, referring to his SpaceX project. \u003c/p>\n\u003cp>\"It is literally bulletproof to a 9 mm handgun, that's how strong the skin is,\" Musk said.\u003c/p>\n\u003cp>Then things went off track with the \"Tesla armor glass\" strength test. \u003c/p>\n\u003cp>https://www.youtube.com/watch?v=m7atGkba-Z8\u003c/p>\n\u003cp>A metal ball was dropped onto a sheet of what Musk described as \"regular car glass,\" leaving a long crack.\u003c/p>\n\u003cp>To test a sheet of Tesla's glass, the metal ball was taken up to a height of around 10 feet and dropped again. The \"armor glass\" remained intact. But Musk didn't stop there — he turned the ball over to Tesla's chief designer, Franz von Holzhausen, who had previously whacked the truck's doors with a sledgehammer to show its durability.\u003c/p>\n\u003cp>\"Franz, could you try to break this glass, please?\" Musk said.\u003c/p>\n\u003cp>\"You sure?\" von Holzhausen asked.\u003c/p>\n\u003cp>\"Yeah.\"\u003c/p>\n\u003cp>Without much of a windup, von Holzhausen whirled the ball at Tesla's brand-new truck — leaving a nasty-looking spiderweb of splintered and dented glass.\u003c/p>\n\u003cp>\"Well,\" Musk said afterward. \"Maybe that was a little too hard.\"\u003c/p>\n\u003cp>Staring at the ruined window, one hand on his chin, Musk added, \"It didn't go through. That's the plus side.\"\u003c/p>\n\u003cp>Then von Holzhausen asked if they should try the rear window. Musk agreed, and was soon standing in front of two pock-marked windows for the rest of the carefully stage-managed event.\u003c/p>\n\u003cp>\"Not bad,\" Musk summed up that portion of the night, adding, \"Room for improvement.\"\u003c/p>\n\u003cp>The Cybertruck has six seats and a cargo bed (or \"vault,\" as Tesla calls it) that's 6 1/2 feet long. Its tailgate also hides a ramp, for rolling materials or vehicles into the bed. The truck is 231.7 inches (19.3 feet) long, nearly 80 inches wide and 75 inches tall. Tesla lists its maximum range at more than 500 miles. \u003c/p>\n\u003cp>The truck will be offered in a wide spectrum of driving range and weight capacity, depending on which motor is powering the vehicle. While the basic single-motor truck would have a range of around 250 miles and a tow rating of 7,500 pounds using rear-wheel drive, the three-motor all-wheel-drive version would double that range and be capable of towing 14,000 pounds, Tesla says.\u003c/p>\n\u003cp>The starting price for the CyberTruck is $39,900. In the most high-powered version, it would cost $69,900. The company is taking preorders now, with a $100 deposit required to reserve a vehicle that Tesla says will hit the market in about two years.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>Perhaps reflecting the uncertainty over the new design, Tesla's stock price fell overnight and continued to dip on Friday, down by around 6% at midday ET. But as \u003ca href=\"https://www.investors.com/market-trend/stock-market-today/dow-dones-futures-tesla-cybertruck-splunk-ross-stores-pure-storage-earnings-movers/\">Investors Business Daily\u003c/a> notes, \"Since its June 3 low, Tesla stock has doubled.\" \u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2019 NPR. To see more, visit \u003ca href=\"https://www.npr.org\">NPR.org\u003c/a>.\u003cimg src=\"https://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=Elon+Musk+Unveils+Tesla%27s+Cybertruck%2C+With+A+Polarizing+Wedge+Shape&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Tesla co-founder and CEO Elon Musk showed off his company's all-electric \"Cybertruck\" on Thursday, touting its versatility and toughness. But the truck's unique design — it follows one angle from the front bumper to the top of the windshield, for instance — threw some Tesla fans for a loop. \u003c/p>\n\u003cp>And during a demonstration to show off the truck's \"armor glass,\" the windows smashed.\u003c/p>\n\u003cp>In typical Tesla style, the unveiling in Los Angeles included a countdown clock and an auditorium full of fans and journalists. The truck drove onto the stage through wafts of artificial smoke, and music drummed through loudspeakers. On the periphery, pyrotechnic flames rose as the vehicle stopped in front of a graffiti-style Cybertruck graphic, in stark black and white. \u003c/p>\n\u003cp>Musk had teased several of the design cues ahead of the event, citing influences from \u003cem>Bladerunner\u003c/em> to the James Bond movie \u003cem>The Spy Who Loved Me\u003c/em>. Both films featured vehicles with sharply angled front ends and overall wedge shapes — an approach to car design that's been seen as futuristic and aerodynamic since Alfa Romeo created the knifelike \u003ca href=\"https://www.classicdriver.com/en/article/cars/classic-concepts-1968-alfa-romeo-carabo\">Carabo\u003c/a> concept car in 1968. Others followed, such as Lamborghini's angular Countach and the Lotus Esprit, one of which was made into an amphibious vehicle for Roger Moore's James Bond — a car that \u003ca href=\"https://www.theguardian.com/technology/2013/oct/18/tesla-elon-musk-james-bond-lotus-submarine-car\">Musk bought in 2013\u003c/a>.\u003c/p>\n\u003cp>The front of the Cybertruck angles up to a point just above the front-seat headrests, where it meets an even longer slope down to the rear — a continuous plane that includes both a transparent roof panel and the truck's rolltop bed cover, which retracts behind the back seats.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Musk seems to have expected the wedge-shaped design to split some potential customers, saying months before the truck's long-awaited unveiling that \u003ca href=\"https://electrek.co/2019/03/15/tesla-cyberpunk-electric-pickup-truck-teaser-elon-musk/\">its look\u003c/a> \"may be too futuristic for most people.\" \u003c/p>\n\u003cfigure id=\"attachment_11788182\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg src=\"https://ww2.kqed.org/app/uploads/sites/10/2019/11/cybertruck-5_wide-a71c29f4a3bb25b815a5eea6bb234c41e4e3fd27-800x450.jpe\" alt=\"Tesla unveiled its Cybertruck electric vehicle Thursday night. After the much-hyped event, the company's fans were divided on the truck's aggressively angular design.\" width=\"800\" height=\"450\" class=\"size-medium wp-image-11788182\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/11/cybertruck-5_wide-a71c29f4a3bb25b815a5eea6bb234c41e4e3fd27-800x450.jpe 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/11/cybertruck-5_wide-a71c29f4a3bb25b815a5eea6bb234c41e4e3fd27-160x90.jpe 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/11/cybertruck-5_wide-a71c29f4a3bb25b815a5eea6bb234c41e4e3fd27-1020x574.jpe 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/11/cybertruck-5_wide-a71c29f4a3bb25b815a5eea6bb234c41e4e3fd27-1200x675.jpe 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/11/cybertruck-5_wide-a71c29f4a3bb25b815a5eea6bb234c41e4e3fd27.jpe 1435w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Tesla unveiled its Cybertruck electric vehicle Thursday night. After the much-hyped event, the company's fans were divided on the truck's aggressively angular design. \u003ccite>(via Tesla Motors)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The Cybertruck also looks markedly different from the truck concept improvised by Tesla owner Simone Giertz — who won fans earlier this year when she hacked off the back roof of a new Tesla Model 3 and converted the sedan into a truck. \u003c/p>\n\u003cp>Giertz, who was at the Tesla event, said of the Cybertruck,\" I have no idea what I think of it. Need to sleep on it.\"\u003c/p>\n\u003cp>On Friday, she elaborated somewhat: \"I've slept on it now, but my facial expression is still the same. I think I might have gotten chronic shocked \u003ca href=\"https://twitter.com/hashtag/Cybertruck?src=hashtag_click\">#Cybertruck\u003c/a> face.\"\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>Critics called it a doorstop or a very ugly DeLorean — or something that might be seen in an old vector-graphic video game. But the truck also had its defenders, who seem to chalk up the initial negative comments to the Cybertruck's bold look.\u003c/p>\n\u003cp>\"Really disappointed by my colleagues at so many pubs who are dismissing the Cybertruck because it looks weird,\" \u003cem>Roadshow \u003c/em>Editor-in-Chief Tim Stevens \u003ca href=\"https://twitter.com/Tim_Stevens/status/1197783753705185284\">said via Twitter\u003c/a>. He added, \"Many of these same colleagues spent this entire week lamenting an industry that is churning out samey, half-assed crossover SUVs. I'll take weird over anonymous.\"\u003c/p>\n\u003cp>Twitter user David Wu \u003ca href=\"https://twitter.com/libdave/status/1197750810261647361\">compared it to a stealth fighter\u003c/a>: \"The F35 of pickup trucks. Don't think my mind has ever been blown like this before.\"\u003c/p>\n\u003cp>Tesla says the Cybertruck drives better than most sports cars and is more useful than a normal truck. From a standing start, the truck's maxed-out version can accelerate to 60 mph in 2.9 seconds, according to the company. And on paper at least, the pairing of electric motors — known for their high torque output — with a truck would seem to be a slam-dunk concept.\u003c/p>\n\u003cp>But pickup trucks, like most automobiles, are also sold on image. And both Tesla and Musk have repeatedly played up the new electric truck's ruggedness.\u003c/p>\n\u003cp>\"You want a truck that's really tough? Not fake tough?\" Musk asked the crowd Thursday night. He also said Tesla will make the exterior of the Cybertruck from a stainless steel alloy developed by his companies. \"We're going to be using the same alloy in the Starship rocket,\" Musk said, referring to his SpaceX project. \u003c/p>\n\u003cp>\"It is literally bulletproof to a 9 mm handgun, that's how strong the skin is,\" Musk said.\u003c/p>\n\u003cp>Then things went off track with the \"Tesla armor glass\" strength test. \u003c/p>\u003c/p>\u003cp>\u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutube'>\n \u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutubeInside'>\n \u003ciframe\n loading='lazy'\n class='utils-parseShortcode-shortcodes-__youtubeShortcode__youtubePlayer'\n type='text/html'\n src='//www.youtube.com/embed/m7atGkba-Z8'\n title='//www.youtube.com/embed/m7atGkba-Z8'\n allowfullscreen='true'\n style='border:0;'>\u003c/iframe>\n \u003c/span>\n \u003c/span>\u003c/p>\u003cp>\u003cp>A metal ball was dropped onto a sheet of what Musk described as \"regular car glass,\" leaving a long crack.\u003c/p>\n\u003cp>To test a sheet of Tesla's glass, the metal ball was taken up to a height of around 10 feet and dropped again. The \"armor glass\" remained intact. But Musk didn't stop there — he turned the ball over to Tesla's chief designer, Franz von Holzhausen, who had previously whacked the truck's doors with a sledgehammer to show its durability.\u003c/p>\n\u003cp>\"Franz, could you try to break this glass, please?\" Musk said.\u003c/p>\n\u003cp>\"You sure?\" von Holzhausen asked.\u003c/p>\n\u003cp>\"Yeah.\"\u003c/p>\n\u003cp>Without much of a windup, von Holzhausen whirled the ball at Tesla's brand-new truck — leaving a nasty-looking spiderweb of splintered and dented glass.\u003c/p>\n\u003cp>\"Well,\" Musk said afterward. \"Maybe that was a little too hard.\"\u003c/p>\n\u003cp>Staring at the ruined window, one hand on his chin, Musk added, \"It didn't go through. That's the plus side.\"\u003c/p>\n\u003cp>Then von Holzhausen asked if they should try the rear window. Musk agreed, and was soon standing in front of two pock-marked windows for the rest of the carefully stage-managed event.\u003c/p>\n\u003cp>\"Not bad,\" Musk summed up that portion of the night, adding, \"Room for improvement.\"\u003c/p>\n\u003cp>The Cybertruck has six seats and a cargo bed (or \"vault,\" as Tesla calls it) that's 6 1/2 feet long. Its tailgate also hides a ramp, for rolling materials or vehicles into the bed. The truck is 231.7 inches (19.3 feet) long, nearly 80 inches wide and 75 inches tall. Tesla lists its maximum range at more than 500 miles. \u003c/p>\n\u003cp>The truck will be offered in a wide spectrum of driving range and weight capacity, depending on which motor is powering the vehicle. While the basic single-motor truck would have a range of around 250 miles and a tow rating of 7,500 pounds using rear-wheel drive, the three-motor all-wheel-drive version would double that range and be capable of towing 14,000 pounds, Tesla says.\u003c/p>\n\u003cp>The starting price for the CyberTruck is $39,900. In the most high-powered version, it would cost $69,900. The company is taking preorders now, with a $100 deposit required to reserve a vehicle that Tesla says will hit the market in about two years.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Perhaps reflecting the uncertainty over the new design, Tesla's stock price fell overnight and continued to dip on Friday, down by around 6% at midday ET. But as \u003ca href=\"https://www.investors.com/market-trend/stock-market-today/dow-dones-futures-tesla-cybertruck-splunk-ross-stores-pure-storage-earnings-movers/\">Investors Business Daily\u003c/a> notes, \"Since its June 3 low, Tesla stock has doubled.\" \u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2019 NPR. To see more, visit \u003ca href=\"https://www.npr.org\">NPR.org\u003c/a>.\u003cimg src=\"https://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=Elon+Musk+Unveils+Tesla%27s+Cybertruck%2C+With+A+Polarizing+Wedge+Shape&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>A new feature for Tesla cars that allows drivers to remotely summon their parked autos is drawing scrutiny from government regulators after reports of malfunctioning software.\u003c/p>\n\u003cp>The National Highway Traffic Safety Administration, in a statement issued Wednesday, said that is aware of the reports that “Smart Summon” does not always work as promised and is in ongoing contact with the company.\u003c/p>\n\u003cp>But the agency did not open a formal investigation.\u003c/p>\n\u003cp>“The agency will not hesitate to act if it finds evidence of a safety-related defect,” the statement read as \u003ca href=\"https://www.reuters.com/article/us-tesla-safety-nhtsa/troubles-with-teslas-automated-parking-feature-summon-safety-regulators-idUSKBN1WH280\" target=\"_blank\" rel=\"noopener\">quoted\u003c/a> by Reuters.\u003c/p>\n\u003cp>The Smart Summon feature was part of a \u003ca href=\"https://www.tesla.com/blog/introducing-software-version-10-0\" target=\"_blank\" rel=\"noopener\">software update\u003c/a> released last week by Tesla which said that customers “can enable their car to navigate a parking lot and come to them or their destination of choice, as long as their car is within their line of sight.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>A driver using a smartphone app can summon the car from 200 feet away. The car will stop when the app’s button is released.\u003c/p>\n\u003cp>The company said that drivers “must remain responsible for the car and monitor it and its surroundings at all times.”\u003c/p>\n\u003cp>The promotional video on the company’s website shows a driverless car seemingly headed the wrong way in a parking lot. Videos spread on social media suggested other problems.\u003c/p>\n\u003cp>One “driver” using Smart Summon \u003ca href=\"https://twitter.com/eiddor/status/1177749574976462848\">tweeted video\u003c/a> of his Tesla nearly colliding with another car in a parking lot. \u003ca href=\"https://twitter.com/guy_frugal/status/1178500371464908800\" target=\"_blank\" rel=\"noopener\">Another \u003c/a>showed the car not noticing a curb.\u003c/p>\n\u003cp>[aside tag='tesla' label='Related Coverage']\u003c/p>\n\u003cp>The new software also has its \u003ca href=\"https://cleantechnica.com/2019/09/30/early-tesla-smart-summon-tests-show-oodles-of-laughter-10-videos/\" target=\"_blank\" rel=\"noopener\">supporters\u003c/a> who love the new feature.\u003c/p>\n\u003cp>No injuries related to Smart Summon have been reported and no jurisdiction has barred its use, \u003ca href=\"https://www.latimes.com/business/story/2019-10-04/tesla-puts-driverless-cars-on-public-byways-controlled-by-humans-with-smartphones-abuse-is-rsafety-regulators-shrug\" target=\"_blank\" rel=\"noopener\">according\u003c/a> to the\u003cem> Los Angeles Times\u003c/em>. The paper also reports that the California Department of Motor Vehicles has determined that Smart Summon and Tesla’s robot systems do not amount to “autonomous technology” because the car is still being controlled by the operator holding the smartphone.\u003c/p>\n\u003cp>Neither the NHTSA nor Tesla responded to emailed requests for comment.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>Copyright 2019 \u003ca href=\"http://www.npr.org\" rel=\"noopener\" target=\"_blank\">NPR\u003c/a>.\u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A new feature for Tesla cars that allows drivers to remotely summon their parked autos is drawing scrutiny from government regulators after reports of malfunctioning software.\u003c/p>\n\u003cp>The National Highway Traffic Safety Administration, in a statement issued Wednesday, said that is aware of the reports that “Smart Summon” does not always work as promised and is in ongoing contact with the company.\u003c/p>\n\u003cp>But the agency did not open a formal investigation.\u003c/p>\n\u003cp>“The agency will not hesitate to act if it finds evidence of a safety-related defect,” the statement read as \u003ca href=\"https://www.reuters.com/article/us-tesla-safety-nhtsa/troubles-with-teslas-automated-parking-feature-summon-safety-regulators-idUSKBN1WH280\" target=\"_blank\" rel=\"noopener\">quoted\u003c/a> by Reuters.\u003c/p>\n\u003cp>The Smart Summon feature was part of a \u003ca href=\"https://www.tesla.com/blog/introducing-software-version-10-0\" target=\"_blank\" rel=\"noopener\">software update\u003c/a> released last week by Tesla which said that customers “can enable their car to navigate a parking lot and come to them or their destination of choice, as long as their car is within their line of sight.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The new software also has its \u003ca href=\"https://cleantechnica.com/2019/09/30/early-tesla-smart-summon-tests-show-oodles-of-laughter-10-videos/\" target=\"_blank\" rel=\"noopener\">supporters\u003c/a> who love the new feature.\u003c/p>\n\u003cp>No injuries related to Smart Summon have been reported and no jurisdiction has barred its use, \u003ca href=\"https://www.latimes.com/business/story/2019-10-04/tesla-puts-driverless-cars-on-public-byways-controlled-by-humans-with-smartphones-abuse-is-rsafety-regulators-shrug\" target=\"_blank\" rel=\"noopener\">according\u003c/a> to the\u003cem> Los Angeles Times\u003c/em>. The paper also reports that the California Department of Motor Vehicles has determined that Smart Summon and Tesla’s robot systems do not amount to “autonomous technology” because the car is still being controlled by the operator holding the smartphone.\u003c/p>\n\u003cp>Neither the NHTSA nor Tesla responded to emailed requests for comment.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>Copyright 2019 \u003ca href=\"http://www.npr.org\" rel=\"noopener\" target=\"_blank\">NPR\u003c/a>.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"title": "Safety Board Says CHP, Caltrans Lapses Played Part in Delayed Repairs Before Fatal Tesla Crash",
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"headTitle": "Safety Board Says CHP, Caltrans Lapses Played Part in Delayed Repairs Before Fatal Tesla Crash | KQED",
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"content": "\u003cp>The National Transportation Safety Board says a lapse in communications between the California Highway Patrol and Caltrans played a part in maintenance crews’ failure to repair a critical piece of highway safety equipment in the days before the fatal March 2018 crash of a Tesla SUV on U.S. 101 in Mountain View.\u003c/p>\n\u003cp>The NTSB documented the repair delays in \u003ca href=\"https://www.ntsb.gov/news/press-releases/Pages/NR20190909.aspx\" target=\"_blank\" rel=\"noopener noreferrer\">a safety recommendation report\u003c/a> that found Caltrans’ program for prompt repair of traffic safety hardware has been “ineffective.” It urged the state to take steps to improve the situation.\u003c/p>\n\u003cp>The safety report focused on a damaged crash attenuator at the site where Apple software engineer Walter Huang, 38, \u003ca href=\"https://www.kqed.org/news/11658404/safety-agency-orders-probe-of-tesla-crash-and-fire-as-company-points-to-freeway-hazard\" target=\"_blank\" rel=\"noopener noreferrer\">smashed into a highway divider\u003c/a> in his recently purchased Tesla Model X.\u003c/p>\n\u003cp>Huang was cruising with the vehicle’s Autopilot driver-assist system engaged at the time of the crash, which occurred at a left-side exit from southbound 101 to Highway 85. The NTSB said in \u003ca href=\"https://www.kqed.org/news/11673299/tesla-suv-on-autopilot-accelerated-before-fatal-mountain-view-crash\" target=\"_blank\" rel=\"noopener noreferrer\">a June 2018 preliminary report\u003c/a> on the incident that Huang’s hands were not on the steering wheel as the car accelerated to 71 mph at impact.\u003c/p>\n\u003cp>Tesla immediately noted that the crash attenuator at the site was damaged and suggested that was the key factor in the severity of the collision. The CHP said the device had been damaged on March 12, 2018 — 11 days before the fatal crash.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Crash attenuators are designed to protect motorists by absorbing some of the energy generated by high-speed collisions with fixed objects, and the NTSB report points to the first of the two March 2018 wrecks as an example of their potential effectiveness.\u003c/p>\n\u003cp>The document says that on the night of March 12, a 31-year-old male driving a Toyota Prius southbound on U.S. 101 hit the intact attenuator at a speed “in excess of 75 mph.” The driver, who was wearing his seat belt, survived with a broken finger and a small but potentially dangerous tear to one layer of his aorta.\u003c/p>\n\u003cp>The NTSB report says that a review of data from the Prius’ event recorder showed that “the collision forces experienced by the Toyota driver were significantly lower than those resulting from the later (Tesla) crash with the damaged, nonoperational attenuator.” That was due, the reports says, to the attenuator reducing the collision forces in the Toyota crash.\u003c/p>\n\u003cfigure id=\"attachment_11773267\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/09/101attenuator190909a.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11773267\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/09/101attenuator190909a-800x524.jpg\" alt=\"\" width=\"800\" height=\"524\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/101attenuator190909a-800x524.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/101attenuator190909a-160x105.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/101attenuator190909a-1020x668.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/101attenuator190909a-1200x786.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/101attenuator190909a.jpg 1919w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The damaged crash attenuator involved in two March 2018 crashes on U.S. 101, right, and an undamaged crash attenuator. \u003ccite>(Caltrans via National Transportation Safety Board)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The safety board said that, in a breach of standard protocol, the CHP did not alert Caltrans that the crash device had been damaged. It wasn’t until March 20, eight days after the Toyota crash, that a Caltrans maintenance crew happened across the location and advised a supervisor that a repair was needed.\u003c/p>\n\u003cp>The board report says the unidentified supervisor ordered the crew to place cones and a barricade at the site until repairs could be made. But staffing issues, bad weather and bureaucratic delays got in the way of a quick repair.\u003c/p>\n\u003cp>“The maintenance supervisor told the NTSB that staffing shortages, other necessary repair work, and 12-hour storm patrol shifts that were required on March 21 and 22 delayed the immediate repair of the attenuator,” the report says. “In addition, the supervisor did not have a replacement crash attenuator at the local maintenance facility and had to call other facilities to find one. When two crash attenuators were found at a neighboring Caltrans maintenance facility, the supervisor had to obtain higher management approval from Caltrans District 4 to install them at the crash location because they had been reserved for installation at other locations.”\u003c/p>\n\u003cp>It wasn’t until March 26, three days after Huang died, that the crash attenuator was replaced. Huang’s family \u003ca href=\"https://www.kqed.org/news/11744271/lawsuit-blames-tesla-caltrans-for-death-of-driver-in-u-s-101-crash\" target=\"_blank\" rel=\"noopener noreferrer\">filed a lawsuit\u003c/a> against Tesla and Caltrans earlier this year.\u003c/p>\n\u003cp>The report notes that crashes at the site are frequent, with at least five vehicles striking the attenuator there in the three years before the fatal 2018 crash – more than at any other left-exit location in the Bay Area.\u003c/p>\n\u003cp>At least one of those earlier crashes also involved a vehicle slamming into a non-operational crash device. In November 2015, Phiet Truong, 67, of San Jose, suffered fatal injuries after driving his Lexus sedan into the attenuator, which had been damaged 45 days earlier. Caltrans replaced the safety device a month after Truong was killed.\u003c/p>\n\u003cp>The NTSB said the repeated failures to promptly repair or replace the attenuators at the crash site violated a long list of Caltrans policies that are supposed to ensure the timely repair of traffic safety hardware.\u003c/p>\n\u003cp>The CHP did not respond immediately to a request for comment. Caltrans spokesman Matt Rocco issued a brief statement: “Safety remains Caltrans’ top priority. We are in the process of reviewing today’s report in conjunction with the California State Transportation Agency to determine the next steps.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The CSTA is the parent organization for both Caltrans and the CHP.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The National Transportation Safety Board says a lapse in communications between the California Highway Patrol and Caltrans played a part in maintenance crews’ failure to repair a critical piece of highway safety equipment in the days before the fatal March 2018 crash of a Tesla SUV on U.S. 101 in Mountain View.\u003c/p>\n\u003cp>The NTSB documented the repair delays in \u003ca href=\"https://www.ntsb.gov/news/press-releases/Pages/NR20190909.aspx\" target=\"_blank\" rel=\"noopener noreferrer\">a safety recommendation report\u003c/a> that found Caltrans’ program for prompt repair of traffic safety hardware has been “ineffective.” It urged the state to take steps to improve the situation.\u003c/p>\n\u003cp>The safety report focused on a damaged crash attenuator at the site where Apple software engineer Walter Huang, 38, \u003ca href=\"https://www.kqed.org/news/11658404/safety-agency-orders-probe-of-tesla-crash-and-fire-as-company-points-to-freeway-hazard\" target=\"_blank\" rel=\"noopener noreferrer\">smashed into a highway divider\u003c/a> in his recently purchased Tesla Model X.\u003c/p>\n\u003cp>Huang was cruising with the vehicle’s Autopilot driver-assist system engaged at the time of the crash, which occurred at a left-side exit from southbound 101 to Highway 85. The NTSB said in \u003ca href=\"https://www.kqed.org/news/11673299/tesla-suv-on-autopilot-accelerated-before-fatal-mountain-view-crash\" target=\"_blank\" rel=\"noopener noreferrer\">a June 2018 preliminary report\u003c/a> on the incident that Huang’s hands were not on the steering wheel as the car accelerated to 71 mph at impact.\u003c/p>\n\u003cp>Tesla immediately noted that the crash attenuator at the site was damaged and suggested that was the key factor in the severity of the collision. The CHP said the device had been damaged on March 12, 2018 — 11 days before the fatal crash.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Crash attenuators are designed to protect motorists by absorbing some of the energy generated by high-speed collisions with fixed objects, and the NTSB report points to the first of the two March 2018 wrecks as an example of their potential effectiveness.\u003c/p>\n\u003cp>The document says that on the night of March 12, a 31-year-old male driving a Toyota Prius southbound on U.S. 101 hit the intact attenuator at a speed “in excess of 75 mph.” The driver, who was wearing his seat belt, survived with a broken finger and a small but potentially dangerous tear to one layer of his aorta.\u003c/p>\n\u003cp>The NTSB report says that a review of data from the Prius’ event recorder showed that “the collision forces experienced by the Toyota driver were significantly lower than those resulting from the later (Tesla) crash with the damaged, nonoperational attenuator.” That was due, the reports says, to the attenuator reducing the collision forces in the Toyota crash.\u003c/p>\n\u003cfigure id=\"attachment_11773267\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/09/101attenuator190909a.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11773267\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/09/101attenuator190909a-800x524.jpg\" alt=\"\" width=\"800\" height=\"524\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/101attenuator190909a-800x524.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/101attenuator190909a-160x105.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/101attenuator190909a-1020x668.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/101attenuator190909a-1200x786.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/101attenuator190909a.jpg 1919w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The damaged crash attenuator involved in two March 2018 crashes on U.S. 101, right, and an undamaged crash attenuator. \u003ccite>(Caltrans via National Transportation Safety Board)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The safety board said that, in a breach of standard protocol, the CHP did not alert Caltrans that the crash device had been damaged. It wasn’t until March 20, eight days after the Toyota crash, that a Caltrans maintenance crew happened across the location and advised a supervisor that a repair was needed.\u003c/p>\n\u003cp>The board report says the unidentified supervisor ordered the crew to place cones and a barricade at the site until repairs could be made. But staffing issues, bad weather and bureaucratic delays got in the way of a quick repair.\u003c/p>\n\u003cp>“The maintenance supervisor told the NTSB that staffing shortages, other necessary repair work, and 12-hour storm patrol shifts that were required on March 21 and 22 delayed the immediate repair of the attenuator,” the report says. “In addition, the supervisor did not have a replacement crash attenuator at the local maintenance facility and had to call other facilities to find one. When two crash attenuators were found at a neighboring Caltrans maintenance facility, the supervisor had to obtain higher management approval from Caltrans District 4 to install them at the crash location because they had been reserved for installation at other locations.”\u003c/p>\n\u003cp>It wasn’t until March 26, three days after Huang died, that the crash attenuator was replaced. Huang’s family \u003ca href=\"https://www.kqed.org/news/11744271/lawsuit-blames-tesla-caltrans-for-death-of-driver-in-u-s-101-crash\" target=\"_blank\" rel=\"noopener noreferrer\">filed a lawsuit\u003c/a> against Tesla and Caltrans earlier this year.\u003c/p>\n\u003cp>The report notes that crashes at the site are frequent, with at least five vehicles striking the attenuator there in the three years before the fatal 2018 crash – more than at any other left-exit location in the Bay Area.\u003c/p>\n\u003cp>At least one of those earlier crashes also involved a vehicle slamming into a non-operational crash device. In November 2015, Phiet Truong, 67, of San Jose, suffered fatal injuries after driving his Lexus sedan into the attenuator, which had been damaged 45 days earlier. Caltrans replaced the safety device a month after Truong was killed.\u003c/p>\n\u003cp>The NTSB said the repeated failures to promptly repair or replace the attenuators at the crash site violated a long list of Caltrans policies that are supposed to ensure the timely repair of traffic safety hardware.\u003c/p>\n\u003cp>The CHP did not respond immediately to a request for comment. Caltrans spokesman Matt Rocco issued a brief statement: “Safety remains Caltrans’ top priority. We are in the process of reviewing today’s report in conjunction with the California State Transportation Agency to determine the next steps.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The CSTA is the parent organization for both Caltrans and the CHP.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"slug": "connected-cars-race-to-market-raising-cybersecurity-fears",
"title": "Connected Cars Race to Market, Raising Cybersecurity Fears",
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"content": "\u003cp>Hackers like to say internet-connected cars are like smartphones on wheels. These days, some of them even update software “over the air,” like your phones do. But phones don’t weigh thousands of pounds or travel at potentially lethal speeds on the regular. By 2022, it’s estimated that two-thirds of all new cars will feature such connected systems.\u003c/p>\n\u003cp>Already, a cottage industry has sprung up to meet burgeoning demand for white hat hackers — game for a price — to help automakers identify vulnerabilities before black hats do.\u003c/p>\n\u003cp>“A very good defense is a good offense, right?” asked David Baker, chief security officer and VP of operations for \u003ca href=\"https://www.bugcrowd.com\" target=\"_blank\" rel=\"noopener\">Bugcrowd\u003c/a> in San Francisco. Like the name suggests, Bugcrowd helps curate auto industry crowdsource solutions from a relatively small number of hackers who know how to help.\u003c/p>\n\u003cp>Automakers cover the cost of Bugcrowd’s listing management as well as the rewards for identifying bugs. Payouts range from $5,000 for identifying a relatively minor bug to many multiples of that for something critical.\u003c/p>\n\u003cp>It might give you some comfort to know Baker says car hacking is relatively complicated and expensive compared to other forms of hacking, because it involves access to and familiarity with car parts.\u003c/p>\n\u003cp>“That’s a little bit more of an attack surface than typically you would have just from electronic or wireless access. We have researchers that have the dashboard of a Tesla sitting in their living room,” he says.\u003c/p>\n\u003cfigure id=\"attachment_11772286\" class=\"wp-caption aligncenter\" style=\"max-width: 1536px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11772286 size-full\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut.jpg\" alt=\"Hackers at the Bugcrowd table in the Car Hack Village at DEFCON 2019.\" width=\"1536\" height=\"2048\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-160x213.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-800x1067.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-1020x1360.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-900x1200.jpg 900w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-1920x2560.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-1122x1496.jpg 1122w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-840x1120.jpg 840w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-687x916.jpg 687w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-414x552.jpg 414w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-354x472.jpg 354w\" sizes=\"(max-width: 1536px) 100vw, 1536px\">\u003cfigcaption class=\"wp-caption-text\">Hackers at the Bugcrowd table in the Car Hack Village at DEFCON 2019. \u003ccite>(Courtesy of Bugcrowd)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>But it doesn’t take a paranoid person to imagine it’s just a matter of time before cheat sheets are available for sale on the dark web.\u003c/p>\n\u003cp>At a press conference ahead of several major cybersecurity confabs this past summer, Jamie Court with the Los Angeles-based \u003ca href=\"https://www.consumerwatchdog.org/privacy-technology/report-finds-hacking-internet-connected-cars-big-national-security-threat\" target=\"_blank\" rel=\"noopener\">Consumer Watchdog\u003c/a> warned, “Hackers tell us it’s just a matter of money. It could be hundreds of thousands of dollars. It could be millions. But you know what? A hostile government has that kind of money.”\u003c/p>\n\u003cp>[youtube https://www.youtube.com/watch?v=6sWmEasw18o]In an effort to force a more public conversation about automotive cybersecurity, the non-profit released a report called “\u003ca href=\"https://www.consumerwatchdog.org/sites/default/files/2019-07/KILL%20SWITCH%20%207-29-19_0.pdf\" target=\"_blank\" rel=\"noopener\">Kill Switch: Why Connected Cars Can Be Killing Machines and How to Turn Them Off\u003c/a>.”\u003c/p>\n\u003cp>“Car companies are selling connected cars on the basis that you can turn your car on with your cellphone and get the air conditioning running on a hot day. Well, if you can turn your car on and get the air conditioning running with your smartphone, someone else can access your smartphone and shut your car down in the middle of the highway at rush hour,” Court said.\u003c/p>\n\u003cp>Nothing like that has happened (that we know of), but since \u003ca href=\"https://www.wired.com/2015/07/hackers-remotely-kill-jeep-highway/\" target=\"_blank\" rel=\"noopener\">Wired\u003c/a> magazine first detailed a spine-tingling Jeep hack in 2015, killing the engine while the reporter was in the vehicle on a freeway, there has been a steady dribble of similar headlines showing the progress hackers are making.\u003c/p>\n\u003cp>[aside label=\"related coverage\" tag=\"cybersecurity\"]Just a few days ago, Wired published an article about another exploit: \u003ca href=\"https://www.wired.com/story/hackers-steal-tesla-model-s-key-fob-encryption/\" target=\"_blank\" rel=\"noopener\">Hackers Could Steal a Tesla Model S by Cloning Its Key Fob—Again\u003c/a>. Tesla quickly fixed the problem with an over-the-air software update. Techno cognoscenti point out that’s faster and cheaper than a recall involving a physical trip to your local dealership. But they add the phone/car comparison has its limits.\u003c/p>\n\u003cp>“In a smartphone, we have maybe two, three, four CPUs. In a vehicle, we have 100 different electronic control units manufactured by dozens of manufacturers,” said Assaf Harel, chief scientist at \u003ca href=\"https://www.karambasecurity.com\" target=\"_blank\" rel=\"noopener\">Karamba Security\u003c/a>, an Israeli company with offices in Germany and the U.S.\u003c/p>\n\u003cp>“It’s like the Babylon Tower, with different vendor competitors,” Harel added, referring to the Bible story in the book of Genesis that functions as an origin myth explaining why the world’s people speak different languages, unable to understand each other.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The \u003ca href=\"https://autoalliance.org\" target=\"_blank\" rel=\"noopener\">Alliance of Automobile Manufacturers\u003c/a>, which represents 12 of the majors worldwide, says the companies are all partnering with public and private researchers to share tips and codify standards. Regardless of whether and how \u003ca href=\"https://www.nhtsa.gov/technology-innovation/vehicle-cybersecurity\" target=\"_blank\" rel=\"noopener\">regulators\u003c/a> step in to direct that conversation, Harel said automakers have simply joined a growing number of industries forced to see up-to-the-minute cybersecurity as the cost of doing business.\u003c/p>\n\u003cp>“That will elevate the level of cybersecurity in the vehicles, in airplanes, in medical devices, in many other deployments, to a state where it just doesn’t make sense for cybercriminals to look that way,” Harel said. “They have much easier low hanging fruits to tackle.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "An increasing number of cars on the road are connected to the internet. Ergo, they're vulnerable to hacking.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Hackers like to say internet-connected cars are like smartphones on wheels. These days, some of them even update software “over the air,” like your phones do. But phones don’t weigh thousands of pounds or travel at potentially lethal speeds on the regular. By 2022, it’s estimated that two-thirds of all new cars will feature such connected systems.\u003c/p>\n\u003cp>Already, a cottage industry has sprung up to meet burgeoning demand for white hat hackers — game for a price — to help automakers identify vulnerabilities before black hats do.\u003c/p>\n\u003cp>“A very good defense is a good offense, right?” asked David Baker, chief security officer and VP of operations for \u003ca href=\"https://www.bugcrowd.com\" target=\"_blank\" rel=\"noopener\">Bugcrowd\u003c/a> in San Francisco. Like the name suggests, Bugcrowd helps curate auto industry crowdsource solutions from a relatively small number of hackers who know how to help.\u003c/p>\n\u003cp>Automakers cover the cost of Bugcrowd’s listing management as well as the rewards for identifying bugs. Payouts range from $5,000 for identifying a relatively minor bug to many multiples of that for something critical.\u003c/p>\n\u003cp>It might give you some comfort to know Baker says car hacking is relatively complicated and expensive compared to other forms of hacking, because it involves access to and familiarity with car parts.\u003c/p>\n\u003cp>“That’s a little bit more of an attack surface than typically you would have just from electronic or wireless access. We have researchers that have the dashboard of a Tesla sitting in their living room,” he says.\u003c/p>\n\u003cfigure id=\"attachment_11772286\" class=\"wp-caption aligncenter\" style=\"max-width: 1536px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11772286 size-full\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut.jpg\" alt=\"Hackers at the Bugcrowd table in the Car Hack Village at DEFCON 2019.\" width=\"1536\" height=\"2048\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-160x213.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-800x1067.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-1020x1360.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-900x1200.jpg 900w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-1920x2560.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-1122x1496.jpg 1122w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-840x1120.jpg 840w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-687x916.jpg 687w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-414x552.jpg 414w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-354x472.jpg 354w\" sizes=\"(max-width: 1536px) 100vw, 1536px\">\u003cfigcaption class=\"wp-caption-text\">Hackers at the Bugcrowd table in the Car Hack Village at DEFCON 2019. \u003ccite>(Courtesy of Bugcrowd)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>But it doesn’t take a paranoid person to imagine it’s just a matter of time before cheat sheets are available for sale on the dark web.\u003c/p>\n\u003cp>At a press conference ahead of several major cybersecurity confabs this past summer, Jamie Court with the Los Angeles-based \u003ca href=\"https://www.consumerwatchdog.org/privacy-technology/report-finds-hacking-internet-connected-cars-big-national-security-threat\" target=\"_blank\" rel=\"noopener\">Consumer Watchdog\u003c/a> warned, “Hackers tell us it’s just a matter of money. It could be hundreds of thousands of dollars. It could be millions. But you know what? A hostile government has that kind of money.”\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutube'>\n \u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutubeInside'>\n \u003ciframe\n loading='lazy'\n class='utils-parseShortcode-shortcodes-__youtubeShortcode__youtubePlayer'\n type='text/html'\n src='//www.youtube.com/embed/6sWmEasw18o'\n title='//www.youtube.com/embed/6sWmEasw18o'\n allowfullscreen='true'\n style='border:0;'>\u003c/iframe>\n \u003c/span>\n \u003c/span>\u003c/p>\u003cp>In an effort to force a more public conversation about automotive cybersecurity, the non-profit released a report called “\u003ca href=\"https://www.consumerwatchdog.org/sites/default/files/2019-07/KILL%20SWITCH%20%207-29-19_0.pdf\" target=\"_blank\" rel=\"noopener\">Kill Switch: Why Connected Cars Can Be Killing Machines and How to Turn Them Off\u003c/a>.”\u003c/p>\n\u003cp>“Car companies are selling connected cars on the basis that you can turn your car on with your cellphone and get the air conditioning running on a hot day. Well, if you can turn your car on and get the air conditioning running with your smartphone, someone else can access your smartphone and shut your car down in the middle of the highway at rush hour,” Court said.\u003c/p>\n\u003cp>Nothing like that has happened (that we know of), but since \u003ca href=\"https://www.wired.com/2015/07/hackers-remotely-kill-jeep-highway/\" target=\"_blank\" rel=\"noopener\">Wired\u003c/a> magazine first detailed a spine-tingling Jeep hack in 2015, killing the engine while the reporter was in the vehicle on a freeway, there has been a steady dribble of similar headlines showing the progress hackers are making.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Just a few days ago, Wired published an article about another exploit: \u003ca href=\"https://www.wired.com/story/hackers-steal-tesla-model-s-key-fob-encryption/\" target=\"_blank\" rel=\"noopener\">Hackers Could Steal a Tesla Model S by Cloning Its Key Fob—Again\u003c/a>. Tesla quickly fixed the problem with an over-the-air software update. Techno cognoscenti point out that’s faster and cheaper than a recall involving a physical trip to your local dealership. But they add the phone/car comparison has its limits.\u003c/p>\n\u003cp>“In a smartphone, we have maybe two, three, four CPUs. In a vehicle, we have 100 different electronic control units manufactured by dozens of manufacturers,” said Assaf Harel, chief scientist at \u003ca href=\"https://www.karambasecurity.com\" target=\"_blank\" rel=\"noopener\">Karamba Security\u003c/a>, an Israeli company with offices in Germany and the U.S.\u003c/p>\n\u003cp>“It’s like the Babylon Tower, with different vendor competitors,” Harel added, referring to the Bible story in the book of Genesis that functions as an origin myth explaining why the world’s people speak different languages, unable to understand each other.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"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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"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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"masters-of-scale": {
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},
"mindshift": {
"id": "mindshift",
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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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"order": 12
},
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
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"morning-edition": {
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"info": "\u003cem>Morning Edition\u003c/em> takes listeners around the country and the world with multi-faceted stories and commentaries every weekday. Hosts Steve Inskeep, David Greene and Rachel Martin bring you the latest breaking news and features to prepare you for the day.",
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"onourwatch": {
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"title": "On Our Watch",
"tagline": "Deeply-reported investigative journalism",
"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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"order": 11
},
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"on-the-media": {
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"title": "On The Media",
"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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},
"link": "/radio/program/on-the-media",
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},
"pbs-newshour": {
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"tuneIn": "https://tunein.com/radio/PBS-NewsHour---Full-Show-p425698/",
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},
"perspectives": {
"id": "perspectives",
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"order": 14
},
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"planet-money": {
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"info": "The economy explained. Imagine you could call up a friend and say, Meet me at the bar and tell me what's going on with the economy. Now imagine that's actually a fun evening.",
"airtime": "SUN 3pm-4pm",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/planetmoney.jpg",
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},
"link": "/radio/program/planet-money",
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"apple": "https://itunes.apple.com/us/podcast/planet-money/id290783428?mt=2",
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},
"politicalbreakdown": {
"id": "politicalbreakdown",
"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",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Political-Breakdown-2024-Podcast-Tile-703x703-1.jpg",
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"order": 5
},
"link": "/podcasts/politicalbreakdown",
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"amazon": "https://music.amazon.com/podcasts/e0c2d153-ad36-4c8d-901d-f1da6a724824/political-breakdown",
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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",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Possible-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.possible.fm/",
"meta": {
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"source": "Possible"
},
"link": "/radio/program/possible",
"subscribe": {
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"spotify": "https://open.spotify.com/show/730YpdUSNlMyPQwNnyjp4k"
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},
"pri-the-world": {
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