Archive for May, 2009

Michigan’s Sun, Wind Sprout New Clean Energy Jobs Sector

Wednesday, May 20th, 2009

mariah wind power manistee

MANISTEE, MI – Every half-century or so since its founding in 1841, this stubborn Lake Michigan port city, which cut hardwood for lake steamers in the 19th century and built parts for Detroit carmakers in the 20th, has endured the optimistic surge and demoralizing retreat of economic transition. Last month, on the kind of cold, wet, early spring day that makes residents question their allegiance to northern Michigan, Manistee latched onto what it believes is the next era of industrial opportunity, a future built quite literally out of thin air.

On April 20 some 500 people, including Michigan Governor Jennifer M. Granholm, welcomed to town Mariah Power, a Reno, Nevada-based manufacturer of small-scale wind turbines meant for homes and businesses. Mariah, in cooperation with MasTech, a Michigan manufacturer of machining equipment, is building its Windspire line of electrical generating turbines in a 30,000-square-foot plant that currently houses 40 full-time workers, a number that will likely exceed 100 by year-end.

The opening of the Mastech and Mariah turbine plant is the latest example of Michigan’s newfound ability to generate industrial activity and manufacturing jobs in the clean energy sector. A state employment study issued this month found that 70,000 residents, or just over 2 percent of the state workforce, are employed in clean energy industries and earn more than the average state salary of $42,000.

Michigan Counts New Clean Energy Jobs
The report, commissioned by the state Department of Energy, Labor, and Economic Growth (DELEG), also closely surveyed more than 300 companies in the sector and found that many of them started up in the last three years, a much higher rate of entrepreneurism than existed in any other industrial sector. Those companies added 2,500 jobs from 2005 to 2008, an increase of 7.7 percent, while overall job numbers in Michigan during the same period fell 5.5 percent.

“These two companies are combining to provide the next generation of clean, renewable energy to our nation,” Governor Granholm told the audience gathered in Manistee. “This sweet spot right here is a renewable energy system, a small wind system that can be installed in people’s homes and businesses. What the Windspire is doing is a homerun for us. It’s a homerun because individuals will be able to generate energy, make money and save money on energy bills.”

The new Mariah Power plant is a microcosm of what appears to be a much larger trend in clean energy manufacturing in Michigan and other industrial states. It is a trend that the Apollo Alliance has long anticipated. In 2004, the Apollo Alliance published New Energy For America, which argued that significant federal investments to scale up clean energy would produce millions of new jobs, many of them in manufacturing. Last fall, in The New Apollo Program, a comprehensive national economic development strategy, the Alliance asserted that a $500 billion federal investment in clean energy development would generate 5 million new jobs.

Both studies proved to be persuasive in the White House and Congress, which in the last three months approved the American Recovery and Reinvestment Act, an appropriations bill, and a budget plan that, combined, invest nearly $350 billion in clean energy development. The surge of spending is meant to sharply accelerate demand for wind, solar, and geothermal equipment and systems; next generation batteries for the auto sector; supplies and tools for energy efficiency; and parts and equipment for public transit.

Still, as the Apollo Alliance asserted in April when it proposed the Apollo Green Manufacturing Action Plan, economic gains from the nation’s transition to clean energy will only take root if we ensure that the parts, equipment and systems of the clean energy economy are made in American factories by American green-collar workers earning good wages and benefits.

Green Today, Jobs Tomorrow
In Michigan, that message is resonating. On May 11, DELEG held a one-day “Green Today, Jobs Tomorrow” conference in Lansing that attracted 1,400 business executives, local government leaders, and job seekers.

Stanley “Skip” Pruss, the DELEG director, told the conference that the industrial transition under way in Michigan will lead to new prosperity. He noted that by next year Germany will have more people employed building wind turbines than automobiles in a country noted for its Volkswagens, Audis, Mercedes and Porsches. Spain, he said, has become a world leader in manufacturing and deploying wind and solar equipment to power entire regions of that country. “Michigan has every resource and tool necessary to compete in this global clean energy market,” he said.

Kate Gordon, co-director of the Apollo Alliance and a national authority on clean energy policy and manufacturing, noted in her remarks that when it comes to making wind, solar, geothermal and other clean energy equipment, Michigan and the United States were not competing against low cost producers like China or Thailand.

“We’re competing against Germany and Spain and Denmark, where wages and benefits are good and labor standards are high,” Gordon said. “Those countries have comprehensive industrial policies that spur renewable energy development. They pass laws that increase demand. Then they invest in their workforce training system and in helping their factories retool and purchase state of the art equipment.”

Leaders Assert Michigan Can Compete
The big question for Michigan is not whether state manufacturers are capable of outfitting the clean energy sector. It’s whether they get the chance. Michigan’s political and business leaders acknowledge that the state was not as nimble as European nations or some other states – California, Iowa, Massachusetts, Minnesota and Pennsylvania in particular — in recognizing and responding to the expanding national and global markets for renewable energies and next generation vehicles.

But those same leaders now assert that Michigan’s manufacturing prowess, its vast wind, fresh water, and farm resources, and its location at the center of the Great Lakes shipping lanes will enable it to compete in a range of clean energy industries. The Department of Energy last year identified Michigan as one of the prime locations in the country for building and using wind turbines to generate electricity.

Indeed, Gordon told the conference attendees, the real promise of the clean energy economy is to revive manufacturing and rebuild America’s middle class is in the industrial states of the Heartland, which have borne the brunt of the economic crisis, and where much of the equipment and many of the new industrial products could be designed and manufactured.

The sudden proliferation of clean energy companies in Michigan confirms Gordon’s optimism. In the Upper Peninsula, Mascoma will employ up to 400 people at one of the nation’s first cellulosic ethanol plants to convert wood waste to fuel. In the Detroit region, a new lithium ion battery manufacturing corridor is forming for automakers as they ramp up production of ultra-fuel-efficient plug-in hybrid electric vehicles.

Almost all of the new development reflects a convergence of new market opportunities and Michigan’s hard work over the last three years to realign its industrial strategy to take advantage of a renewable energy standard for utilities, and new tax breaks and state grants designed to recruit wind, solar, electric vehicle, biofuel and battery manufacturers.

Course Correction
It seems to be working. In the last three years, more than 35 firms in Michigan have sprung up or retooled their factories to supply parts to the commercial wind industry, according to the Michigan Economic Development Corp, a state agency. Some 400 other Michigan manufacturers have the capability to craft gear boxes, brakes, generators and other parts for utility-size wind turbines that sell for $2 million or more each, says NextEnergy, a renewable energy development group in Detroit.

Dowding Industries, an auto supplier-turned-turbine parts manufacturer in Eaton Rapids, opened a new plant in August to build turbine parts — hubs, transmissions and bases — for Clipper Windpower, a turbine maker, said Jeff Metts, the company’s president. “I’m tired of inventing stuff here that is made in other countries,” he said earlier this month. “I can’t tell you how fed up I am about that.”

Global Wind Systems, a final assembly plant for delivery-ready commercial wind turbines, will ramp up production this year in Novi, near Detroit, after receiving $7.3 million in tax credits. The company plans to hire 250 workers by the year’s end.

Hemlock Semiconductor, a joint venture that includes Dow Corning, is building a $1 billion polycrystalline silicon plant near Midland that will employ 300 people to produce materials for the solar industry. Michigan’s third largest wind generating farm, with 60 utility-scale windmills, just opened in the Thumb region north of Detroit. Some 15 other industrial-scale clean energy manufacturing and development projects have been announced in Michigan over the past 14 months. The new ventures will generate nearly 3,000 jobs.

Meanwhile Other Manufacturing Takes A Beating
All of this momentum comes amid the economic tumult in the auto industry that forced Chrysler into bankruptcy, is pushing General Motors to the same fate, has dramatically reduced per capita income, and has heavily contributed to Michigan’s 12.9 percent unemployment rate – the highest in the nation. Since 2000, according to the U.S. Census Bureau, Michigan has lost over 800,000 jobs, more than half in the auto sector. The state has endured eight straight years of job losses, the most since the Great Depression. Public school districts across the state – rural, urban and suburban – report steadily declining enrollment. Michigan and Rhode Island are the only two states that are losing population, according to the Census Bureau.

Crisis, though, often produces opportunity, and that is the case in Michigan’s transportation sector. Governor Granholm and the Legislature vow to make Michigan the global center of electric vehicle production. The state has already invested $700 million to recruit manufacturers of lithium ion batteries. Michigan Senator Debbie Stabenow convinced the White House and Congress to include $2 billion more in the American Recovery and Reinvestment Act for lithium ion battery development, and she is using her influence to direct much of that investment toward Detroit.

The auto industry is responding. General Motors is building a $30 million plant in southeast Michigan to build the storage assemblies for its Chevy Volt plug-in hybrid, though the batteries are now made in South Korea. Earlier this year, A123 Systems, a Massachusetts-based battery manufacturer, said it hopes to build a 7-million square foot factory in Michigan to produce energy storage systems for plug-in hybrids and hybrid-electric vehicles. At full capacity, said the company, the plant could employ 14,000 people.

Little Plants Matter
Yet, even as Michigan goes all out to recruit the big plants, it also celebrates the small ones like the Mariah-MasTech partnership in Manistee. The new plant represents a nearly $2 million capital investment for the city and the northern Michigan region.

Three quarters of the more than 200 Windspires manufactured each month in Manistee, from American-made aluminum and steel, will be sold in Europe. Mike Hess, Mariah’s chief executive officer, says electricity is two or three times more expensive in Europe than in the United States. “People want these generators to supply electricity and lower their costs,” he said.

At full capacity, 140 people will earn decent wages for northern Michigan — starting pay is $12 an hour with benefits — to build the $5,000 Windspires, which are capable of generating half of a home’s electricity supply. Moreover, according to state labor authorities, the Mariah plant will produce dozens of secondary jobs in the state.

For example, several of the parts for the Windspire are manufactured by Michigan Tool Works in Sturgis, Michigan, a center of tool and die production near the Indiana border. The contract to make safety rings, struts and clamps prompted Michigan Tool to hire two new part-time and two full-time employees.

And Plex Systems, Inc., a software developer from Auburn Hills, is providing the manufacturing and management software that will enable Mariah Power to oversee its Manistee-based operation from its Reno headquarters or anywhere with online access.

“I can’t tell you how excited I am about what is happening with clean energy in Michigan,” said Gov. Granholm. “We are leading the way in our new energy economy by providing a welcoming environment to innovative, green companies.”

Can Electric Whirr Save The American Auto Industry?

Monday, May 4th, 2009

DETROIT – The old sound of Detroit’s automakers was an octane-stoked Vroom! The sound of Detroit’s future, say top auto industry executives, is an electric whirr. General Motors plans to introduce its breakthrough Chevy Volt plug-in hybrid electric vehicle in November 2010.

Ford is already selling the 40-mile per gallon hybrid electric Fusion sedan and is preparing a plug-in model for introduction in 2012. Last December, Chrysler introduced three electric vehicles it is developing for the American market: Jeep and minivan plug-in hybrids, and a pure electric sports car with a range of 150 miles.

Yet the question dogging American automakers as they unveil these promising new products is this: Will they stay solvent long enough to benefit from the revenues and new jobs generated by the next wave of fuel-sipping technology?

For More Information
Make It In America
Executive Summary
Apollo Summary of House Energy and Commerce Committee proposalApollo Analysis of draft Senate Energy and Natural Resources Committee proposal

Apollo Letter to Majority Leader Reid and Speaker Pelosi

The New Apollo Program

Signature Stories

The Green Room

The Obama administration, business leaders, and state officials across the Midwest say the industry is too important to the nation’s economy to let it fail, a tenet embraced by the Apollo Alliance. Both G.M. and Chrysler have already received, respectively, $13.4 billion and $4 billion in government loans to help them cope with massive revenue shortfalls.

Restructuring Under Way: Preserving Jobs and Benefits Top Priorities
Last week, 84-year-old Chrysler filed for bankruptcy and unveiled a reorganization plan that includes shared ownership between Fiat, the United Autoworkers Union, and the Canadian and U.S. governments. The Obama administration also said it would lend Chrysler $8 billion more to stay in business.

Meanwhile General Motors last week unveiled pieces of its restructuring plan weeks ahead of a June 1 government deadline. The company said it intends to phase out Pontiac, cut 21,000 U.S. factory jobs by next year, close 16 more factories, and reduce its dealerships by 42 percent. The 101-year-old auto company, hoping to avoid bankruptcy and retire most of the company’s $27 billion in unsecured debt, also plans to ask the government to take more than half its stock in exchange for half of its government debt.

A deeper reading of the restructuring plan, according to analysts, sets up a formula for settling with its three principal creditors: the company’s bondholders, the United Auto Workers, and the government, which has already lent the automaker $18 billion.  Bondholders would receive 10 percent ownership. The government would put in another $9 billion, and own half of G.M. The U.A.W. which is owed about $20 billion by the company for its health-care system, would get $10 billion in cash and receive a nearly 40 percent ownership. The basic principles of the G.M. restructuring are similar to those that guided the Chrysler plan, which set as one of its top priorities preserving union manufacturing jobs and benefits.

Officials with the U.A.W.have been cautious in their public statements. But last week Ron Getilfinger,  the president of the U.A.W., responded to the Chrysler plan this way: “Our members have responded by accepting an agreement that is painful for our active and retired workers, but which helps preserve U.S. manufacturing jobs and gives Chrysler a chance to survive.”

Ford, while in better shape due to the tens of billions of dollars it borrowed privately before the downturn, is also losing billions of dollars. The number of cars and light trucks sold in the United States this year is likely to total roughly 9 million, down from 13.8 million in 2007, according to the Department of Transportation.

Independent experts in government, academia, and the auto sector say that the industry must vastly reshape production practices, product lines, and marketing strategies to compete in a world constrained by energy costs, sinking incomes, and more rigorous environmental safeguards. That, too, is consistent with the Apollo Alliance’s view of what it will take to strengthen the auto industry and secure the millions of jobs that rely on it.

New Apollo Program Principles and Apollo GreenMAP
In September, in The New Apollo Program, a comprehensive national clean energy economic development strategy, Apollo called for the federal government to focus its clean energy investments, in part, on retooling the auto industry in order to capture the low-carbon markets of the future. This month, Apollo released Make It In America: The Apollo Green Manufacturing Action Plan as part of a national campaign to secure federal investments to ramp up the domestic manufacture of renewable energy parts and components, including next generation vehicle technologies.

These ideas are penetrating Washington and the auto-manufacturing states of the Midwest. In February, President Barack Obama signed the American Recovery and Reinvestment Act, which provides car buyers with a $7,500 tax credit if they purchase a plug-in electric hybrid. The law also provides $2 billion for the development of advanced lithium ion batteries used in plug-in hybrids; a 30 percent investment tax credit for building plants that manufacture next generation vehicles and components; $400 million to states and local governments to build charging infrastructure for the national plug-in fleet; and a 50 percent tax credit to businesses that install their own plug-in charging stations. In December, 14 companies with expertise in batteries and advanced materials joined with Argonne National Laboratory to establish the National Alliance for Advanced Transportation Battery Cell Manufacture. The group said it will raise up to $2 billion in government funding over the next five years to build a manufacturing facility with an “open foundry” for the participants to pursue the goal of perfecting lithium-ion batteries for cars.

Last month, House and Senate energy committees opened debate on a new energy bill that could hasten the achievement of all of these steps. The House measure, The American Clean Energy and Security Act, includes a Vehicle Manufacturing Assistance Program to provide financial help for auto manufacturers to retool and retrain workers to produce cleaner, more efficient autos and purchase advanced batteries. A separate measure in the Senate Energy and Natural Resources Committee would create loans to help auto companies and other manufacturing firms become more energy efficient in both their industrial processes and buildings – an essential step to building the clean energy economy.

Kate Gordon Testifies
“We encourage you to think big,” Kate Gordon, co-director of the Apollo Alliance, told members of the House Energy and Commerce Committee late last month during a hearing on the House proposal on Capitol Hill. “Think not only about the millions of barrels of imported oil and the billions of dollars in energy costs we will ultimately save if we reduce the carbon we pour into the atmosphere; think also about the countless Americans who might finally be able to earn a living wage, or enter the middle class, or invent a new cutting-edge energy technology if we embrace and invest in the transition to a clean energy future.”

Energy efficiency and the development of next generation vehicles also has been a focus of state legislation and policy. Last year, Michigan approved a $335 million package of credits and subsidies to encourage the development of an advanced battery industry in the Detroit region. The package was, in part, a response to calls for state assistance from G.M.

G.M. is building a $30 million plant in southeast Michigan – to assemble battery storage packs – that will employ more than 100 union workers. The batteries themselves are manufactured by LG Chem, a South Korea company. In January, A123 Systems, a Massachusetts-based battery manufacturer, said it had applied for a $1.8 billion federal grant to build a 7 million square-foot factory in Michigan to produce energy storage systems for plug-in hybrids and hybrid-electric vehicles. At full capacity, the plant could employ 14,000 people.

“If we capture and produce advanced energy storage systems for autos and defense, for applications for wind and solar energy storage, that would be huge,” said Stanley “Skip” Pruss, the director of the Michigan Department of Energy, Labor, and Economic Growth. “The lithium ion battery market for autos could easily be $50 billion in seven or eight years. The question is where will it be deployed and where will it be commercialized. We want to capture the value chain for batteries and other clean energy investments. We want the plants and the jobs here in Michigan.”

Michigan’s Clean Car Future
There’s nothing new about electric cars. The first vehicles to emerge from Detroit’s turn of the 20th century car shops were electric. What is new is the convergence of powerful regulatory and market trends pushing electric vehicles to the mass market. The 2007 energy bill required automakers to raise fleet-wide fuel efficiency standards to 35 miles per gallon by 2020. During the 2008 election campaign, then-candidate Obama called for manufacturers to build 1 million plug-in hybrids by 2015, and he promised to buy the first vehicles for the White House fleet.

Another important factor is that engineers are powering the cars with lithium ion, the same type of battery that runs laptop computers. Lithium ion is lighter than a traditional nickel acid battery, and holds a longer and more powerful charge.

No company is pushing harder than General Motors to get a plug-in hybrid on the market. GM is advertising its Chevy Volt on television and public radio. At the company’s Technical Center in Warren, MI, engineers are running batteries through tests intended to simulate the lifecycle of an average vehicle: 10 years, or 150,000 miles. Last week, even as it announced the company’s plan for restructuring, it also provided a Volt test drive to USA Today reporter James R. Healy, who said the car was fast, quiet, and “punchy.” G.M. says the Volt will sell for $35,000 to $40,000, a price made easier with the new $7,500 tax credit approved in February.

This is Volt chief engineer Andrew Farah’s second go-round with an electric car project. In the late ‘80s, he began working on the revolutionary, all-electric EV1. GM built thousands of EV1s, but, in a much-disputed decision, ultimately abandoned the model due to drawbacks that made it impractical for most drivers, Farah said in an interview with the Apollo News Service. The battery weighed 1,200 pounds. In order to wring 40 miles out of a single charge, the car had to be a tiny two-seater, with no trunk. “You had to build the car around the battery,” he said.

The Volt, on the other hand, is what GM calls an “extended-range” vehicle. Once the electric charge runs down, a gasoline engine takes over. But the engine doesn’t power a drive train, as on a traditional vehicle. It powers the electrical system that runs the car. The energy required to drive 40 miles on battery power is equivalent to “well under a gallon” of gasoline, according to Farah.

The Volt and other energy efficient vehicles may represent the last chance to revive American auto manufacturing and the development of high-wage green collar jobs. By using less petroleum-based fuel, they will help the nation sever its dependence on foreign oil. And plug-in hybrids emit zero climate-changing emissions when running on electric power.

A study two years ago by the Department of Energy’s Pacific Northwest Laboratory estimated that if 200 million — or 84 percent — of the nation’s vehicles were plug-in hybrids, the country’s consumption of oil would decline to 3.5 million barrels a day, a mere 35 percent of current levels. Vehicles are the fastest growing source of greenhouse gases. A national plug-in fleet would reduce climate-changing emissions nationally by 27 percent.

“There’s at least three sides that are coming together to make the electric car viable,” says Chrysler spokesman Cole Quinnell. “You’ve always got a small sector of the market who’s willing to take steps to reduce their environmental impact. You’ve got the technological segment. Three to five years ago, people in the auto industry decided to use the lithium ion battery, which offers more power per pound than traditional batteries. Then there’s the regulation side. There’s been a drive to reduce tailpipe emissions, and hybrids are falling short. We need to take the next step.”

Still, tempering the hopefulness within the industry is the reality of the present. Can the whirr of hybrid plug-ins save the American auto industry? The new restructuring plans, the Obama administration’s clear willingness to provide financial support, and all of Detroit’s new technology reflect a nation’s hope for the industry – if it can at least hang on.

– Keith Schneider

Death of a Great Reporter

Friday, May 1st, 2009

My friend John Wilke, a reporter for the Wall Street Journal, and one of the smartest no-nonsense journalists I ever had the good fortune to know, died today. A man who chose the news as the center of his professional life did an awful good job of keeping his own illness from being the news. I only learned of his trials with cancer a little more than a week ago. But for those of us who admired John as a man and as the defender of a resolute style of uncompromising reporting that is gradually ebbing I offer his family and friends my condolences and this memory.

johnwilkecrop1In 1985,  John was still a reporter in Business Week’s Washington Bureau and just two years into the hard-nosed print journalism career that became his signature. John and I were in New York on a warm early spring evening where we were joined by John Herzfeld, another young writer making his way in an era marked by the firm conviction that the logical conclusion to smarts and hard work was a desk in one of the country’s major newsrooms. We were White Plains guys, born and raised. And along with our roots we shared the unlikely allegiance to good reporting and the interesting life that a journalism career could produce.

That night was of particular interest to Wilke and to Herzfeld, his very close friend. Only a month before I’d spent a day with the editors of the Washington Bureau of the New York Times. Though the evening was filled with drink and talk and miles of ambling down Broadway and then Fifth Avenue and across Greenwich Village I vividly recall the underlying issue nagging both. When we reached Washington Square Wilke and Herzfeld, relentless intellectuals and virtuoso talkers both, honed in on questions of news principles and values, and the completely fathomless — even ridiculous — idea that one among them might become a Timesman. The mix of joy and pride and envy and interest was so authentic, so remarkably unbridled. So endearing. Those few hours bound a hometown friendship in a fraternity of professional progress that lasted a lifetime.

Wilke, of course, went on to build one of the great business reporting careers of his generation. A 1983 graduate of the Columbia University School of Journalism, John reported for the Washington Post, Business Week, and joined the Boston Globe in 1986. In 1989 he became a reporter in the Wall Street Journal’s Boston Bureau where he covered technology, and then moved to the Journal’s Washington Bureau in May 1995. He served as an investigative reporter and an editor, and in both capacities insisted on airtight reporting and unyielding fact checking. His work on law enforcement and government regulation, federal courts, and the Justice Department was regarded as definitive.

In 2007, as a member of a Journal team reporting on the Hewlett-Packard spying scandal, he was a finalist for the Gerald Loeb Award for Distinguished Business and Financial Journalism from the University of California Anderson School of Management. The same year he won the National Press Foundation’s Everett McKinley Dirksen Award for Distinguished Reporting of Congress. The award recognizes journalists whose work shows thoughtful appraisal and insight into the workings of the U.S. Congress.

The quality that I most admired about John was how funny and wry he could be. He brought that distinctive energy to his work. As a journalist he never encountered a soft underbelly he wasn’t willing to poke. And among those of us who knew him as a boy and as a man, John’s knowing grin, ready laugh, and formidable intellect always served to enlighten.