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3D opportunity for the automotive industry
Additive manufacturing hits the road
New developments in additive manufacturing processes will likely benefit production within the automotive industry as well as alter traditional manufacturing and supply chain pathways.
Significant advances in additive manufacturing (AM) technologies, commonly known as 3D printing, over the past decade have transformed the potential ways in which products are designed, developed, manufactured, and distributed.1 For the automotive industry, these advances have opened doors for newer designs; cleaner, lighter, and safer products; shorter lead times; and lower costs. While automotive original equipment manufacturers (OEMs) and suppliers primarily use AM for rapid prototyping, the technical trajectory of AM makes a strong case for its use in product innovation and high-volume direct manufacturing in the future. New developments in AM processes, along with related innovations in fields such as advanced materials, will benefit production within the automotive industry as well as alter traditional manufacturing and supply chain pathways.
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In this report, we not only look at how AM can improve the competitive position of automakers but also explore the four paths OEMs and suppliers can take to more broadly apply AM. We also explore the drivers supporting the use of AM and the potential challenges impeding its large-scale adoption in the automotive industry. For a detailed view on the different groups of technologies under the AM umbrella, refer to The 3D opportunity primer: The basics of additive manufacturing.2
For the automotive industry, these advances have opened doors for newer designs; cleaner, lighter, and safer products; shorter lead times; and lower costs.
The role of AM in driving competitiveness
Global automotive manufacturing has high barriers to entry, especially at the top where the four largest OEMs accounted for a third of the global industry revenue of over $2 trillion in 2013.3 On the other hand, the $1.5 trillion parts and accessories manufacturing sector is characterized by high competition among a large number of smaller players.4 To survive and succeed in such an environment, companies should focus on specific capabilities that can lead to greater competitiveness.5 As authors, we believe there are two areas where AM will have the greatest influence on competition between automakers and potentially be a game changer:
- As a source of product innovation: AM can produce components with fewer design restrictions that often constrain more traditional manufacturing processes. This flexibility is extremely useful while manufacturing products with custom features, making it possible to add improved functionalities such as integrated electrical wiring (through hollow structures), lower weight (through lattice structures), and complex geometries that are not possible through traditional processes.6 Furthermore, new AM technologies are increasingly able to produce multimaterial printed parts with individual properties such as variable strength and electrical conductivity. These AM processes play an important role in creating faster, safer, lighter, and more efficient vehicles of the future.
- As a driver of supply chain transformation: By eliminating the need for new tooling and directly producing final parts, AM cuts down on overall lead time, thus improving market responsiveness. In addition, since AM generally uses only the material that is necessary to produce a component, using it can drastically reduce scrap and drive down material usage. Furthermore, AM-manufactured lightweight components can lower handling costs, while on-demand and on-location production can lower inventory costs. Finally, AM can support decentralized production at low to medium volumes. All these AM capabilities combined allow companies to drive significant change within the supply chain—including cost reductions and the improved ability to manufacture products closer to customers, reduce supply chain complexity, and better serve consumer segments and markets without the need for extensive capital deployment.
Together, product innovation and supply chain transformation have the potential to alter the business models of automotive companies. The extent to which the potential offered by AM is harnessed depends on the path chosen by individual companies. Four possible paths and their impact are described in the following framework (figure 1).
Understanding the four AM adoption paths and value drivers
The value from AM is in its ability to break two fundamental performance trade-offs: Capital versus scale and capital versus scope.7 On one hand, by reducing the capital required to achieve manufacturing economies of scale, AM lowers the minimum efficient scale required for production. On the other hand, AM facilitates an increase in flexibility and increases the scope, or variety of products that a given capital can produce.
Achieving scale with less capital has the potential to impact how supply chains are configured, while achieving greater product scope with less capital has the potential to impact product designs.
Our view of the strategic impact of AM relies on understanding the ways in which the technology breaks trade-offs between capital and economies of scale and scope. Based on this understanding, we have developed an AM framework that identifies the tactical paths companies can follow as they seek business value using AM. This framework is summarized in figure 1.
AM is an important technology innovation whose roots go back nearly three decades. Its importance is derived from its ability to break existing performance trade-offs in two fundamental ways. First, AM reduces the capital required to achieve economies of scale. Second, it increases flexibility and reduces the capital required to achieve scope.
Capital versus scale: Considerations of minimum efficient scale shape the supply chain. AM has the potential to reduce the capital required to reach minimum efficient scale for production, thus lowering the barriers to entry to manufacturing for a given location.
Capital versus scope: Economies of scope influence how and what products can be made. The flexibility of AM facilitates an increase in the variety of products a unit of capital can produce, reducing the costs associated with production changeovers and customization and/or the overall amount of capital required.
Changing the capital versus scale relationship has the potential to impact how supply chains are configured, while changing the capital versus scope relationship has the potential to impact product designs. These impacts present companies with choices on how to deploy AM across their businesses.
The four tactical paths that companies can take are outlined in the framework below:
Path I: Companies do not seek radical alterations in either supply chains or products, but may explore AM technologies to improve value delivery for current products within existing supply chains.
Path II: Companies take advantage of scale economics offered by AM as a potential enabler of supply chain transformation for the products they offer.
Path III: Companies take advantage of the scope economics offered by AM technologies to achieve new levels of performance or innovation in the products they offer.
Path IV: Companies alter both supply chains and products in the pursuit of new business models.
Path I: Current AM path in the automotive industry
Within the automotive industry, AM has largely been utilized to break the capital versus scope trade-off to enhance performance. High-volume automotive OEMs and suppliers have long applied AM to enhance overall manufacturing capabilities and reduce costs—which categorizes them as following path I of our framework.
Most OEMs and suppliers are currently on path I (stasis)
On path I, companies do not seek radical alterations in either supply chains or products, but they may explore AM technologies to improve value delivery for current products within existing supply chains.
AM has the ability to produce prototypes without creating tools, thus accelerating design cycles and lowering costs. Today both OEMs and suppliers use AM to enhance existing operations: to support decision-making at the product design stage, to establish quality at the preproduction stage, to develop custom tools, and to reduce the overall time to market.
Accelerating the product design phase of new product development: In the product design stage, companies go through several iterations before deciding on the final design. One of AM's greatest advantages is that it can produce multiple variations of a product with little additional cost, helping auto companies improve their product designs with the support of physical models. For example, a well-known tire company uses AM to rapidly create prototypes during the design process and chooses the best design after checking the touch and feel of various alternatives. Interestingly, the prototypes benefit the company by not only customizing options based on OEM needs but also enabling brand differentiation: The physical models give the company an advantage over competitors who may be limited to design specifications and plans alone when sharing new products with their OEM customers.
Enhancing quality via rapid prototyping: By using AM to create prototypes well before the final production, automakers are able to test for quality ahead of actual production schedules. Given the design flexibility of AM, companies can build and test a large variety of prototypes. GM, for example, uses the AM technologies of selective laser sintering (SLS) and stereolithography (SLA) extensively in its preproduction and design processes across its functional areas—design, engineering, and manufacturing—with its rapid prototyping department producing test models of more than 20,000 components.8
Another example is Dana, a supplier of driveline, sealing, and thermal management technologies for OEMs. It uses a combination of rapid prototyping and simulation to create prototypes that can be tested for form and fit.9
Customized fabrication of tooling:10 For automakers, tooling plays a prominent role on the assembly line by producing consistent, high-quality products. AM allows for the fabrication of customized tools to enhance productivity on the shop floor. BMW, for example, has used AM in direct manufacturing to make the hand tools used in testing and assembly.11 These custom-designed hand tools have better ergonomic design and are 72 percent lighter than traditional hand tools.12 According to BMW, the customized tools helped save 58 percent in overall costs and reduce project time by 92 percent.13
Reducing tooling costs in product design: For some automotive components, tooling and investment castings are prepared for specific designs prior to production runs. This means that with every design change, tooling has to be appropriately adjusted or remade—a time-consuming and expensive process. OEMs have reduced their dependence on tooling and casting in the design phase by using AM.14 According to Ford, the company saved millions of dollars in product development costs by choosing to create prototypes using AM and skipping the need for tooling. By additively manufacturing prototypes of components such as cylinder heads, intake manifolds, and air vents, the company also cut down drastically on the time that would usually be required to create investment castings. For a single component such as an engine manifold, developing and creating the prototype usually costs about $500,000 and takes about four months. Using AM, Ford developed multiple iterations of the component in just four days at a cost of $3,000.15
Paths III and IV: Future paths of AM in driving performance and growth
Most automakers today operate on path I—which offers them ample scope to improve their AM strategies. The analysis presented here suggests AM's major role in the auto industry over the long term is along path IV—business model evolution. However, this route also includes product innovation typically associated with path III. The automotive business model of the future will likely be characterized by OEMs working closely with a smaller, more tightly knit supplier base and supporting faster refresh rates for automobiles with innovative characteristics. OEMs can achieve this business model by continuing to rationalize their supplier base and enhancing their partnerships with what are called "tier 0.5" suppliers.16 Currently it takes years from initial design to final production before a vehicle hits the market. With AM, automakers can significantly shorten the development phase of the product life cycle and expand the growth and maturity phases.
Path III: OEMs' intermediate-term advantage will emerge from product innovation
On path III, companies take advantage of the scope economics offered by AM technologies to achieve new levels of performance or innovation in the products they offer.
Our framework characterizes the use of AM for product innovation and enhancement as path III. AM capabilities along this path break the traditional capital versus scope trade-off, driving down the capital intensity required for innovation. A critical advantage in the near term of using AM is the potential production of components with lower weight, leading to vehicles with improved fuel efficiency. Over the longer term, AM-enabled part simplification and associated reductions in the complexity of assembly could fundamentally change design-development-assembly processes.
More complex designs that drive weight reduction: Automakers are constantly seeking ways to improve the fuel efficiency of vehicles—not only because of increasing demand for compliance with fuel standards such as Corporate Average Fuel Economy but also as a way to grow revenue by delivering greater value to consumers. One of the routes that automakers are taking to improve mileage is through weight reduction in automobiles. Over the years, OEMs have sought to incorporate lighter materials such as carbon fiber and aluminum into the vehicle body. The 2015 Ford F-150 is a good example. Unveiled in January 2014, the F-150's body is made almost entirely of aluminum—cutting vehicle weight by as much as 700 pounds (around 317 kg).17 Another way to reduce weight is through alterations at a structural level. The ability of AM to create complicated configurations plays an important role in reducing the weight of parts using lattice structures without compromising structural strength.18 In this regard, the automotive industry can take cues from the aerospace and defense (A&D) industry, where a third of the revenues are spent on fuel, and reducing component and overall weight is critical. Driven by this need, major A&D companies such as Airbus and GE have incorporated AM in production to produce lightweight versions of components such as nacelle hinge brackets and complex parts used in unmanned aerial vehicles.19
Reducing assembly and production cost through part simplification: Conventional manufacturing techniques impose design limitations that can proliferate the number of parts required to produce a component. As the number of parts increases, the length and complexity of the assembly process also increase.20 AM can produce parts with complex designs that can overcome the need for multiple parts. Fewer parts translate into a shorter assembly process, and consequently there is less chance that a quality problem will arise. Some auto companies are already making use of these attributes of AM, albeit in a limited fashion.
Delphi, a tier 1 automotive supplier, currently uses selective laser melting (SLM) instead of traditional machining of aluminum die castings to make aluminum diesel pumps.21 Through the use of SLM, Delphi not only was able to make the pump as a single piece—drastically reducing the part count and simplifying the assembly processes—it also reduced overall production costs. Producing pumps as a single piece also helped Delphi avoid several postprocessing steps, resulting in a final product that is less prone to leakage.22
Greater application of AM freeform capability in the future can simultaneously reduce assembly time and cut down on assembly costs, with the integration of individual parts such as flow control valves, mounts, and pumps into a single-part design. This way, even complicated systems such as complete engine blocks can be built as a single part, with integrated electrical and cooling channels. The optimized engine design can improve fuel efficiency and lower weight.23 AM makes it possible to produce designs that have "conformal cooling," which directly integrate fluid-handling channels into the component, avoiding the need for separate cooling channels.24 In the future, automakers can benefit from the potential integration of mechanical and electrical functions through multimaterial printing.25
Path IV: OEMs' long-term advantage will emerge through business model innovation
On path IV, companies alter both supply chains and products in pursuit of new business models.
The eventual path for automotive OEMs is business model evolution through a combination of product innovation, rapid turnaround, and market responsiveness, leading to AM-supported supply chain disintermediation. Business model innovation will incorporate the current-use (path I) advantages of AM—improved design and reduced time to market—along with the intermediate product innovation (path III) advantages—part simplification, reduced need for assembly, and weight reduction of components—that we have previously discussed; it can then combine these with a more geographically distributed supply chain to alter business models in important ways related to market responsiveness and supply chain disintermediation.
Customization and improved market responsiveness: Advances in AM technology and adoption are leading to product innovations that will transition AM from a product-design support tool to a conduit for the direct production of high-performance parts with fast turnaround. While automotive companies have conventionally used modularity and postponement to support customization, AM provides greater flexibility. An interesting segment of the auto industry that has already adopted AM is the ultraluxury segment. In this segment, where production runs are small, AM is being used to customize and manufacture parts for use in final assembly. Some ultraluxury car makers already use AM to deliver designs specialized to customer requirements. Bentley, for example, used its in-house AM capabilities to customize the dashboard in a case where manual modification would have been time consuming.26
Using AM for the rapid turnaround of application-specific parts is presently prominent in the proving ground of new auto technologies—motor sports. With lead time becoming a precious commodity, lessons learned in motor sports can be applied to mass production to reduce turnaround times—a competitive capability that will likely become increasingly critical for all automakers. One of the best motor sports examples comes from Joe Gibbs Racing, which used AM to produce a duct outlet and reduced the design and machining time from 33 to just 3 days.27
The question is how to transfer the advantages of AM from the small scale of motor sports and ultraluxury segments to mass-market vehicles. In this regard, the experience of the medical technology (medtech) industry offers important lessons. Products in this industry, such as custom insoles and dental crowns, are built for unique settings and customized to each individual's requirements. Yet they can be produced on a large scale using AM.28 The challenge of scale can be addressed, if not immediately then in the not-too-distant future, by combining strategies from the medtech industry with scalable AM technologies that are currently under development.
Smaller supply chains and greater value contribution from OEMs: As OEMs adopt the product evolution route, the eventual outcome will be twofold: smaller supply chains and OEMs' greater value contribution. An important effect of AM may be shortening and simplifying the enormous automotive supply chains that currently operate. OEMs work with thousands of suppliers to source the different components in cars. Owing to the fact that supply chain management is a massive planning and logistics exercise, consuming time, effort, and cost, OEMs are constantly seeking ways to trim their supply chains. Ford, for example, was working with over 1,250 suppliers in 2012. In October 2013 it announced intentions to cut this number by as much as 40 percent.29 As OEMs build their innovative parts rapidly with less supplier involvement, the time and money they spend on part sourcing can be brought down.
Conventionally, OEMs outsource the manufacturing for most components. OEMs accounted for about 35 percent of total value created, while suppliers accounted for the rest in 2002. Without an external impetus, OEMs' share is expected to fall to around 23 percent by 2015.30 With AM, OEMs may be able to buck this trend by relying on internal capabilities and stronger partnerships with system integrators (tier 0.5 suppliers) to retain, or even increase, their value creation share in R&D and production without needing to manage a bulky supply chain. A greater role for OEMs could represent a major shift in the industry, causing a ripple effect on lower-tier suppliers, who might see a smaller role and greater consolidation in the future.
An important but highly fragmented part of the automotive supply chain is the aftermarket parts and accessories industry, which is likely to follow a different path from the OEMs (see sidebar).
Aftermarket parts sales to compete by following path II (supply chain evolution)
On path II, companies take advantage of scale economics offered by AM as a potential enabler of supply chain transformation for the products they offer.
While OEMs will seek to drive product innovation, aftermarket parts suppliers, who deal with standardized product designs, are expected to be impacted more by AM's altered economies of scale. Using AM, automotive suppliers can produce components on demand and at locations closer to the point of use. This affords them the added benefit of balancing demand and supply and drastically lowers the cost of inventory. In addition, maintenance and repairs of automobile parts can be done in entirely new ways using newer AM technologies, which can potentially reduce long lead times to get cars back on the road.
Reducing service, spare, and aftermarket part inventory: Delivery time and parts availability is an important basis of competition in the aftermarket segment of the automotive industry. Owing to high costs of carrying inventory, most automotive part distributors and retailers hold only commonly sold parts, maintaining stockpiles of low-demand or expensive components only at more remote, consolidated locations. AM can help match supply with this demand for "long-tail" components—parts that are in demand but only in small volumes—through on-demand production.
Closely related is the performance parts segment of the market. This segment, accounting for approximately 20 percent retail auto part sales, is considered a discretionary expense by most consumers, and therefore its demand pattern is not uniform.31 We imagine a day when (as AM system and material costs fall) auto part providers can maintain performance parts availability while holding less inventory. Distributors may also be able to reduce costs and turnaround times by using AM, thus reducing operational expenditure.
Finally, when combined with 3D scanners, AM might also prove ideal for producing components for out-of-production models where the computer-aided designs (CAD) of the parts may not be available.32 3D scanners can create the CAD file for the base design of the component, and AM can then produce the component from the CAD file. One of the most well-known examples is the use of Rapidform to reproduce parts of vintage cars from the garage of popular talk show host, Jay Leno.33 Eventually, we might see the creation and growth of a market for CAD files, which act as a central repository, for all parts. Consumers could then purchase the digital design for a part and print it on their personal AM device or make use of a local AM device or a service bureau.
On-site fabrication to accelerate maintenance and repair: Certain automotive parts, such as drivetrain or engine components, may be expensive to replace when they wear out. In such cases, they could be repaired using AM at service locations. Laser metal deposition (LMD) is a technology that has high net-shape accuracy and can be used to repair small- to medium-complexity parts on site. Developed for aerospace applications, LMD is known to extend the overall life of products, avoiding the expense of replacement. The technique is beneficial in cases where costlier, high-performance alloys are used. Although the technology is already substantially advanced in A&D, cost remains a prohibitive factor for the automotive industry.34 As the volume of applications rises, we expect the overall costs to decrease and the technology to become commercially viable in the long term.
Now and beyond: Where is AM headed?
Today production dashboards and cooling vents in some vehicles are already made using AM. With new improvements in process and materials technology and a wider adoption of AM, it is possible that we could see AM-based production of a greater number of components in the future. A nonexhaustive summary of which components are presently manufactured using AM and which parts will be potentially manufactured in the future is shown in figure 2.
As the number of additively manufactured parts increases, one company's goal is to use AM as the primary production technique for building vehicles. Urbee 2, an electric car with as many as 50 AM-produced parts, is under development and expected to debut in 2015 (figure 3).36
Drivers and challenges in AM's adoption in the automotive industry
The success of AM's future applications in the automotive industry will depend largely on how AM technology evolves over the coming years. We have identified two drivers and four challenges that have the potential to shape the future of AM adoption.
Driver 1: More materials amenable to AM
A wide variety of materials allows a greater number of properties to be embedded into final products. Traditionally, AM applications have been restricted due to the limitations on the materials that can be used. While conventional manufacturing currently uses a wide variety of materials such as metals, alloys, and composites, AM has not been around long enough to see similar developments.37 With limited application of novel materials in AM so far, these materials remain costly.38
However, research has been steadily progressing to expand the portfolio of available materials. For example, researchers at the University of Warwick have developed a low-cost composite material that can be used specifically for additively manufacturing electronic components.39 In addition, the European FP7 Factories of the Future project is researching methods to reduce production costs of graphene-based thermoplastics for use in the production of high-strength plastic components.40
There is also ongoing research on the application of advanced materials that are already available. New processes capable of combining AM with nanomaterials are under development, with the goal of increasing tensile strength, electrical conductivity, hardness, and impact strength.41 Increases in strength without a corresponding increase in weight could potentially lead to AM even being used to make the body in white for automobiles in the future. Another advanced material of note is carbon fiber. Carbon fiber is used to make lightweight auto components such as fenders, car roofs, and windshield frames through conventional techniques. AM, too, is beginning to take advantage of this material with the launch of the first commercial AM device that can use carbon fiber.42
Apart from new materials, new technologies that produce existing materials in a cost-effective fashion also have an impact on the adoption of AM. Titanium, with its low density, high strength, and corrosion resistance, has strong appeal in the automotive industry for its ability to make lightweight, high-performance parts, yet widespread use is limited because the metal powder produced through current methods is expensive, costing about $200–400 per kilogram.43 UK-based Metalysis has developed a one-step method to produce titanium powder, with the potential of reducing the cost by as much as 75 percent. Jaguar Land Rover is looking to partner with Metalysis to use the low-cost titanium powder in AM.44
Driver 2: Improved AM-manufactured product quality and reduced postprocessing
Parts produced through most AM technologies occasionally show variability due to thermal stress or the presence of voids. This results in lower repeatability, which is a challenge for high-volume industries such as automotive where quality and reliability are extremely important. One way to tackle this challenge is through machine qualification, where companies follow industry standards as well as those of the AM technology providers.45
Another concern in using AM is that the dimensional accuracy of final parts produced through AM is not always on par with those made through conventional manufacturing processes. For example, in some cases researchers have found that sand molds produced using AM could lead to reduced dimensional accuracy in metal casting tools.46 AM processes give a surface finish of the order of 10–100 microns, which is generally not considered to be in the high-precision range.47 Though high precision is not critical for most automotive applications, finish quality might become a factor for high-performance components. However, AM techniques such as electron beam melting promise to significantly enhance surface finish.48
Most components manufactured through AM require some form of postprocessing, which involves removing unused material, improving surface finish, and removing support material.49 For simple parts, the amount of postprocessing is not significant. However, as the size and complexity of the components increase, it may become necessary to improve postprocessing quality and reliability for AM to be used on a larger scale. We see this as particularly important for companies seeking to use AM in the production of final versions of critical components such as engine manifolds.
Hybrid manufacturing promises a solution for addressing current variability and finish quality concerns. Hybrid manufacturing refers to the combination of AM with traditional techniques such as milling and forging. This transforms the perspective of a product from a "single entity to a series of features" that can be produced through some combination of the techniques.50 One example of a hybrid manufacturing technique is ultrasonic additive manufacturing, an advanced technology based on AM, using sound, that combines additive (ultrasonic welding) with subtractive (CNC milling) techniques to create metal parts.51 The use of AM allows these parts to have special features such as embedded components, latticed or hollow structures, complex geometries, and multimaterial combinations, and the use of CNC milling ensures uniform finish quality.52
Challenge 1: Economics of AM limited to low-volume production
Profitability in the automotive industry is driven by volume. In 2013, 86 million automobiles were produced globally.53 Given the enormous volumes, the low production speed of AM is a significant impediment to its wider adoption for direct part manufacturing. This has made high-speed AM an important area of research. Improving build rates through the AM technology of SLM has been an important focus in recent years, yet major breakthroughs have so far been elusive.54
Challenge 2: Manufacturing large parts
One of the limitations of AM's utility in the automotive industry is the limited build envelopes of current technologies. Given this restriction, larger components such as body panels that are produced through AM still have to be attached together through processes such as welding or mechanical joining. To overcome this, low-cost AM technologies that can support larger build sizes for metal parts have to be developed. There is already significant research in progress. "Big area additive manufacturing," under development by Oak Ridge National Laboratory and Lockheed Martin, has the potential to manufacture products without any restrictions on size.55 Another example is the mammoth stereolithography process developed by Materialise, which has a build envelope of 2,100 mm x 680 mm x 800 mm—big enough to manufacture most of the large components of an automobile. It was used to build the outer shell of the race car "Areion," developed by Formula Group T, in just three weeks.56 However, since it can be used only for building panels made of plastics, broader adoption has been slow.
Challenge 3: Talent shortage
The use of any new technology requires people trained in skills specific to its operation; AM is no exception. AM-specific skills are necessary in the areas of CAD design; AM machine making, operation, and maintenance; raw material preparation and management; analysis of finishing; and supply chain and project management.57 Currently a significant portion of the necessary training is on the job.58 With the expansion of AM applications, there will be a greater need for formal and extensive training and skill development programs in the application and management of AM. These programs require concerted action from academic institutions, AM service providers, and end-user industries to standardize training and create a stable and capable workforce.
Challenge 4: Intellectual property concerns
AM products can't be copyrighted but have to be patented on the basis of obvious differentiation. With a lack of clarity on what qualifies for patent protection and what does not, there is a possibility that counterfeit components will proliferate. According to the market research firm Gartner, the global automotive aftermarket parts subindustry, along with the toy, IT, and consumer product industries, could report as much as $15 billion in intellectual property theft due to AM in 2016.59
The road ahead
Despite the challenges, the fact remains that AM is a versatile set of technologies that can support auto industry companies in their pursuit of the strategic imperatives of performance, growth, and innovation. Considering the breadth of capabilities unlocked by AM, leaders of automotive companies should consider taking advantage of AM technologies to stay ahead of competition.
At present, automotive companies are using AM in the most traditional capacity, along path I, for rapid prototyping. We do not currently see significant product evolution or supply chain applications (with the possible exception of the luxury segment of the market). However, automotive companies should consider exploring the other paths to derive greater value.
As applications evolve, we see AM as a potential game changer for future operations of automotive businesses. With rapidly shrinking life cycles for new vehicles, mass-market automakers should follow the example set by motor sports and ultraluxury segments and continue on to path III. The freeform capabilities of AM and drastic reduction in design-to-final-production time will allow OEMs to produce complex, high-performance parts for end use.
Tier 1 and tier 2 suppliers should look at exploiting AM capabilities along path II to serve consumers at locations closer to end use. Considering how auto consumers are becoming less willing to spend on replacement parts, players in the aftermarket segment can make maintenance and service cheaper by incorporating AM.
Leaders in the auto industry should also closely examine the medtech and A&D industries that are setting the benchmark on how AM can be applied in support of overall strategies. Driven by an industry need for individualized products, medtech began with mass customization. By making use of the reduced minimum efficient scale, it is now leading in the application of AM in mass customization. Automakers can benefit from the medtech model of operation.
A&D, on the other hand, is not just working on how to apply existing AM technologies but is actively participating in solving challenges that AM is facing. A&D companies are pioneering the development of new process technologies and partnering with research organizations to develop new materials that are suited to AM. Like the A&D industry, the auto industry too has needs specific to its model of operation. Instead of waiting for materials and AM process technologies to develop elsewhere and adapt them later, auto companies should ask themselves if they can play an active role in the development of AM as well. This will help them position AM as a differentiator before the competition catches up.
The automotive industry is a low-margin, capital-intensive industry. To sustain profitability and market leadership, OEMs need to relook at their business model. Parts simplification and reduced assembly requirements could have a direct impact on the supply base by reducing the size and complexity of auto supply chains. As product innovations supported by AM increase, OEMs will find that they have the opportunity to enhance their business model by operating a leaner and tighter supply chain.
While it is important to look at the advantages of AM, it is just as necessary to keep track of how the legal environment around the use of AM is evolving. Laws around how intellectual property can be protected and used are yet to be clarified. Simultaneously, auto companies should partner with service bureaus and universities to provide training and build a skilled talent pool that can work with AM.
While traditional manufacturing techniques are deeply entrenched and will continue to hold a dominant position in the automotive industry, additive manufacturing is making inroads. While AM will not become the only manufacturing technique in the future, it will nonetheless play an important role in shaping the global automotive landscape.
Deloitte Consulting LLP's supply chain and manufacturing operations practice helps companies understand and address opportunities to apply advanced manufacturing technologies to impact their businesses' performance, innovation, and growth. Our insights into additive manufacturing allow us to help organizations reassess their people, process, technology, and innovation strategies in light of this emerging set of technologies. Contact the author for more information or read more about our alliance with 3D Systems and our 3D Printing Discovery Center on www.deloitte.com.
EndnotesView all endnotes
- Mark Cotteleer, Jonathan Holdowsky, and Monica Mahto, The 3D opportunity primer: The basics of additive manufacturing, Deloitte University Press, 2014.
- Ibid.
- Bloomberg, accessed March 21, 2014.
- Industry report: Global auto parts and accessories manufacturing, IBISWorld, October 2013.
- Craig A. Giffi et al., "Cracking the genetic code of high-performance manufacturers," Deloitte Review 14, January 2014.
- Hollow structures contain empty spaces within the walls of the part, in contrast to fully dense parts. Lattice structures involve "geometric patterns, such as hexagonal (or honey-comb) structures, crossing structures, or triangular structures, that provide support only in areas that the product is under stress." See Garrett White and Daniel Lynskey, Economic analysis of additive manufacturing for final products: An industrial approach, Swanson School of Engineering, University of Pittsburgh, April 13, 2013.
- Mark Cotteleer and Jim Joyce, "3D opportunity: Additive manufacturing paths to performance, innovation, and growth," Deloitte Review 14, January 2014.
- For an overview of SLS and SLA technologies, as well as a general primer on additive manufacturing technologies and processes, see Cotteleer, Holdowsky, and Mahto, The 3D opportunity primer. For more detail on GM's use of these technologies, see 3D Systems, "3D rapid prototyping fast tracks GM fuel efficiency gains," http://www.3dsystems.com/learning-center/case-studies/3d-rapid-prototyping-fast-tracks-gm-fuel-efficiency-gains, accessed January 15, 2014.
- Stratasys, "FDM helps automotive-products supplier streamline design," http://www.stratasys.com/resources/case-studies/automotive/dana-corp, accessed January 15, 2014.
- For more information on the impact of additive manufacturing on tooling applications, see Mark Cotteleer, Mark Neier, and Jeff Crane, 3D opportunity in tooling: Additive manufacturing shapes the future, Deloitte University Press, April 2014, http://dupress.com/articles/additive-manufacturing-3d-opportunity-in-tooling/?icid=hp:ft:01.
- Stratasys, "Direct digital manufacturing at BMW," http://www.stratasys.com/resources/case-studies/automotive/bmw, accessed January 15, 2014.
- Ibid.
- Troy Jensen, 3D printing: A model of the future, PiperJaffray, March 2013.
- Sunil Jauhar, K. M. Asthankar, and A. M. Kuthe, "Cost benefit analysis of rapid manufacturing in automotive industries," Advances in Mechanical Engineering and its Applications 181, vol. 2, no. 3 (2012).
- Ford Media Center, "Ford's 3D-printed auto parts save millions, boost quality," December 13, 2013, https://media.ford.com/content/fordmedia/fna/us/en/news/2013/12/12/ford_s-3d-printed-auto-parts-save-millions–boost-quality.html, accessed January 20, 2014.
- Automotive OEMs have been rationalizing their supplier bases since the mid-1990s. See Cuihong Li, "Supply base design for supplier competition and investment of effort under cost and demand uncertainties," 21st Annual Conference of the Production and Operations Management Society, May 2010; James O'Kane and Robert Trimble, "Migration issues in modularity for 1st tier automotive suppliers," International Journal of Business and Management 3, no. 5 (2008).
- Bill Griffith, "Ford F-150 flaunts aluminum's allure; Honda pitches a fit," Boston.com, February 3, 2104, http://www.boston.com/cars/news-and-reviews/2014/02/03/ford-flaunts-aluminum-allure-honda-pitches-fit/OUDpZkpGuBFDhO9F6ne0pL/story.html, accessed February 6, 2014.
- Justin Scott et al., Additive manufacturing: Status and opportunities, Science and Technology Policy Institute, Institute for Defense Analyses, March 2012.
- For information on how A&D companies are implementing AM, see John Coykendall, Mark J. Cotteleer, Jonathan Holdowsky, and Monika Mahto, 3D opportunity for aerospace and defense: Additive manufacturing takes flight, Deloitte University Press, 2014 (forthcoming).
- Razvan Udroiu, Dan-Andrei Serban, and George Belgiu, "Optimization of rapid prototyping for electrical vehicle manufacturing," Annals of DAAAM for 2010 & Proceedings of the 21st International DAAAM Symposium 21, no. 1 (2010); Cotteleer and Joyce, "3D opportunity," January 2014.
- SLM is an additive manufacturing technique that fuses fine metallic powder using high-power laser to create products. For Delphi's use of SLM, see FESPA, "3D printing, additive manufacturing and drivers for adoption," October 23, 2012, http://www.fespa.com/news/industry-news/3d-printing-additive-manufacturing-and-drivers-for-adoption-fespa.html, accessed January 17, 2014.
- Ibid.
- Ing Jürgen Gausemeier et al., Thinking ahead the future of manufacturing: Future applications, Heinz Nixdorf Institute, Direct Manufacturing Research Center, 2012.
- K. P. Karunakaran et al., "Rapid manufacturing of metallic objects," Rapid Prototyping Journal 18, no. 4 (2012): pp. 264–280. Conformal cooling channels can also be used in tooling applications along path I.
- Ian Gibson, David W. Rosen, and Brent Stucker, "The use of multiple materials in additive manufacturing," Additive Manufacturing Technologies, 2010, pp. 423–436.
- Phil Reeves, "Putting 3D printing into your value stream: Opportunities for new business models," Econolyst presentation, Printshow London 2012, October 19, 2012.
- 3D Systems, "Joe Gibbs Racing uses 3D printed duct outlet," http://www.stratasys.com/industries/automotive, accessed on January 30, 2014.
- For more information on how the medtech industry is applying AM, see Glenn Synder, Mark Cotteleer, and Ben Kotek, 3D opportunity for medical technology: Additive manufacturing comes to life, Deloitte University Press, 2014.
- Efraim Levy, "Industry surveys: Autos and auto parts," S&P Capital IQ, December 2013.
- Michelle Collins et al., Managing growth: Key challenges in North America facing Japanese automotive suppliers, Deloitte, 2008.
- Industry report: Auto parts stores in the US, IBISWorld, October 2013.
- Justin Scott et. al, Additive manufacturing: Status and opportunities, Science and Technology Policy Institute, Institute for Defense Analyses, March 2012.
- Rapidform (now known as 3D Systems Geomagic), Jay Leno's garage brings classics back to life using Rapidform, http://www.rapidform.com/success-stories/automotive/jay-lenos-garage/, accessed February 6, 2014.
- C. Selcuk, "Laser metal deposition for powder metallurgy parts," Powder Metallurgy 54, no. 2 (2011), Institute of Materials.
- For a summary of additive manufacturing processes and technology cited here, see Cotteleer, Holdowsky, and Mahto, 3D opportunity primer.
- Jim Kor, "On digitally manufacturing URBEE 2," Kor Ecologic, April 2013; Jim Kor, "URBEE: Designing with digital manufacturing in mind," Kor Ecologic, April 2012.
- Elaheh Ghassemieh, "Materials in automotive application, state of the art and prospects," New Trends and Developments in Automotive Industry, Prof. Marcello Chiaberge (Ed.) (InTech: 2011).
- Tess Hellgren, Maryse Penny, and Matt Bassford, Future technology landscapes: Insights, analysis and implications for defence, RAND Europe, 2013.
- J. Simon Leigh et al., "A simple, low-cost conductive composite material for 3D printing of electronic sensors," PLOS ONE 7, no. 11 (2012).
- NetComposites, "European project NanoMaster develops expanded graphite for direct graphene production," December 18, 2012, http://www.netcomposites.com/news/european-project-nanomaster-develops-expanded-graphite-for-direct-graphene-production/7932, accessed January 16, 2014.
- Olga S. Ivanova, Christopher B. Williams, and Thomas A. Campbell, "Additive manufacturing (AM) and nanotechnology: Promises and challenges," Rapid Prototyping Journal 19, no. 5 (2013): pp. 353–364.
- Adrianne Jeffries, "New 3D printer can print in carbon fiber," Verge, January 29, 2014, http://www.theverge.com/2014/1/29/5357186/new-3d-printer-can-print-in-carbon-fiber, accessed January 30, 2014.
- F. H. Froes, H. Friedrich, J. Kiese, and D. Bergoint, "Titanium in the family automobile: The cost challenge," JOM 56, no. 2 (2004): pp. 40–44.
- Tanya Powley, "Metalysis holds talks on titanium process," Financial Times, December 3, 2013, http://www.ft.com/intl/cms/s/0/7f9f7076-5c27-11e3-931e-00144feabdc0.html#axzz2qSRv1n6T, accessed January 15, 2014.
- Scott et al., Additive manufacturing, March 2012.
- K. Nyembwe et al., "Assessment of surface finish and dimensional accuracy of tools manufactured by metal casting in rapid prototyping sand moulds," South African Journal of Industrial Engineering 23, no. 2 (2012): pp. 130–143.
- Bonnie Meyer, "Accuracy in additive manufacturing," Machine Design 84, no. 10 (2012): pp. 56–62.
- Lawrence E. Murr et al., "Characterization of titanium aluminide alloy components fabricated by additive manufacturing using electron beam melting," Acta Materialia 58 (2010): pp. 1887–1894.
- Neal de Beer, Additive manufacturing: Turning mind into matter, Sierra College Center for Applied Competitive Technologies, May 31, 2013; Ian Campbell, Dave Bourell, and Ian Gibson, "Additive manufacturing: Rapid prototyping comes of age," Rapid Prototyping Journal 18, no. 4 (2012): pp. 255–258.
- K. Boivie et al., "The concept of hybrid manufacturing for high performance parts," South African Journal of Industrial Engineering 23, no. 2 (2012): pp. 106–115.
- R. J. Friel and R. A. Harris, "Ultrasonic additive manufacturing: A hybrid production process for novel functional products," Proceedings of the Seventeenth CIRP Conference on Electro Physical and Chemical Machining (ISEM) 6 (2013): pp. 35–40.
- Fabrisonic, "Ultrasonic additive manufacturing overview," http://www.fabrisonic.com/ultrasonic_additive_overview.html, accessed January 16, 2014.
- IBISWorld, Industry report: Global car and automobile manufacturing, May 2013.
- H. Schleifenbaum et al., "Direct photonic production: Towards high speed additive manufacturing of individualized goods," Production Engineering 5, no. 4 (2011): pp. 359–371.
- "Out of bounds additive manufacturing," Materials for Aerospace, Advanced Materials and Processes, March 2013, vol. 171, no. 3: p. 15.
- Materialise, "The Areion by Formula Group T: The world's first 3D printed race car," http://www.materialise.com/cases/the-areion-by-formula-group-t-the-world-s-first-3d-printed-race-car, accessed January 16, 2014.
- Mick Feloy et al., Technology and skills in the aerospace and automotive industries, UK Commission for Employment and Skills, October 2013.
- Ibid.
- Pete Basiliere et al., "Predicts 2014: 3D Printing at the inflection point," Gartner, December 2, 2013.


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Magnetic and Adjustable
CliC Readers are a new advance in eyewear with substantial improvements over the traditional solution to reading only glasses. The most innovative feature is the patented magnetic closure. This allows CliC Readers to use a combined adjustable headband and neck strap which means not only do CliC Readers stay in place while you are wearing them but also hang comfortably when not in use.
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My Husband loves these!!!!!
By chamamama
from Philly
About Me Classic Dresser
Best Uses
Comments about Clic Eyewear +2.50 Tortoise Readers, 1 ea:
I purchased these for my husband cause he is always misplacing his glasses. I wasn't sure he would like them, but he loves them. Because they don't collapse and fold he keeps them on his neck and he can't lose them.
Bottom Line Yes, I would recommend this to a friend
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text:
Customer Service | Call us at (800) 710-9770 9:30 - 7 est M-F | Email Us at email@example.com HOW WILL WE GET YOUR PRESCRIPTION?
Tri-Heart Plus is a heartworm preventative for dogs that also treats and controls hookworm and roundworm infestations. Tri-Heart Plus pet meds have the same ivermectin and pyrantel pamoate content as Heartgard Plus for Dos. Tri-Heart chewable tablets are available in 6 and 12 month packs for small dogs up to 25 lbs., medium dogs 26-50 lbs., and large dogs 51-100 lbs.
Comparable Trade Names & Generics
Tri-Heart Plus prevents heartworms
and associated disease while treating and managing hookworm and roundworm
infections. When given on schedule during mosquito season, this medication
ensures your pet's continued health and well-being.
Benefits of Tri-Heart Plus:
Use only as directed. Do not allow
children to handle or administer this medication.
The recommended dose of Tri-Heart Plus
is 2.72 mcg of ivermectin per pound of body weight, and 2.27 mg of pyrantel
per pound of body weight.
Frequency of Use:
Tri-Heart Plus should be given every
month all year to fully protect against heartworm disease and infection
with hookworms and ascarids.
Prevention against heartworms requires
monthly treatment during mosquito season, with the first dose being
given within 30 days of mosquito exposure and the last dose being given
within 30 days of the dog's last exposure for the season.
Store Tri-Heart Plus at controlled
room temperature, away from sources of light.
It is a violation of Federal Law
to use this product in a manner inconsistent with its labeling.
Active ingredients:
Tri-Heart Plus Blue (Dogs up to
25 lbs.): Ivermectin 68 mcg, Pyrantel 57 mg
Tri-Heart Plus Green (Dogs 26-50
lbs.): Ivermectin 136 mcg, Pyrantel 114 mg
Tri-Heart Plus Brown (Dogs 51-100
lbs.): Ivermectin 272 mcg, Pyrantel 227 mg
Keep this product out of reach of children
and animals. Do not use or store in or near open flame or heat.
All dogs should undergo testing for
existing heartworm infection before beginning treatment with Tri-Heart
Tri-Heart Plus is intended for use
in dogs only. Do not give to humans or other animals.
CAUTION: Waiting too long between
doses can reduce the effectiveness of Tri-Heart Plus and leave your
pet vulnerable to heartworm disease.
In the event of human ingestion, seek
emergency medical attention or contact a poison control center immediately.
Tri-Heart Plus may cause lethargy,
depression, diarrhea, hypersalivation, ataxia, vomiting, anorexia, staggering,
mydriasis, and convulsions.
Collie breeds may be more sensitive
to elevated levels of ivermectin than other breeds.
Warranty and Manufacturer Information:
Dogs Heartworm Treatment & Preventative
Intervet/Schering-Plough Animal Health
For technical assistance, call Schering-Plough
Animal Health Corp. 1-800-224-5318.
Manufactured for: Schering-Plough Animal
Health Corp., Union, NJ 07083
Manufactured by: Heska Corporation,
Des Moines, IA 50327
© 2005 Heska Corporation all rights
Tri-Heart is a registered trademark
of Schering-Plough Veterinary Corporation
ANADA 200-338, Approved by FDA.
NAC No.: 10472383


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Kids Under Armour Fleece Storm Big Logo Hoodie
Your kids can be ready to go, even when the rain is pouring, in the Under Armour Fleece Storm Big Logo Kids? Hoodie. This sweatshirt is the perfect combination of function and comfort for all types of activities, whether kids are playing in the rain or sprinting to class on a stormy day.
Your kids will always be ready for whatever Mother Nature has in store when they have this hoodie in their wardrobe. Featuring UA storm technology that repels water, this sweatshirt also has advanced Signature Moisture Transport System to wick away sweat. Kids stay dry and warm and can even store small items in the front kangaroo pocket. The iconic Under Armour logo in a variety of colors and styles adds instant flair and recognition.
Nothing stands in your active kids? way, not even a little rain, when they wear this comfortable and stylish Under Armour Hoodie.


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NEW: For a prettier blog interface, see the Wordpress version!
Headlines for Tuesday:
|@1500-1700 Attend lecture in BA1230 from 2005.09.27 (mie1407f)
|@1800-2000 Attend Toast IT at Metro Hall, 55 John St., 3rd floor - Toronto from 2005.09.27
|Look for used copy of What Color is Your Parachute?
1. What do I want to do with my life?
That made me stop and think.
Effective mission statements aren't born in a vacuum. Rather, they are recognized in what's already happening.
I needed to figure out what I stood for.
I started with a bunch of index cards. I wrote keywords and phrases that appealed to me. Random stuff I'd been thinking about.
Not in order: Passion. Ideas. Public speaking. Coding. Writing. Networking. News (cool tech, etc). Productivity.
One of the cards didn't quite fit in. Even as I wrote it down, I thought to myself, "I should write this down, but I'm not really that passionate about it."
Realization #1: Even if my background is in computer science and I've been programming for as long as I can remember, programming itself doesn't make me happy unless I'm making an actual person's life better. I can't work with an abstract idea of a user. I need people with quirks and idiosyncrasies who'll be addicted to my software. I don't care about coding itself. I care about what I can do with it, and that was already part of "Productivity". I put the "coding" card aside.
Now I had a set of cards, all related to each other. I needed to find out how they were related to each other.
One word jumped out at me: passion. Realization #2: Passion makes everything else make sense. Everything fell into place around that.
I reviewed my cards, trying to see if I could classify them. My first list was speaking with passion, helping people find passion, and helping people pursue their passions.
When I tried to fit my cards into those categories, I realized that everything I wrote down applied to all of them, and that speaking with passion was part of both helping people find their passions and helping people pursue them. Realization #3: Everything I wrote down is part of both aspects of passion.
I wrote the table and posted it on http://sacha.sachachua.com/rolemodels/ .
So here's my brief mission statement, what I _do_:<b>I help people find their passions and pursue those passions effectively.</b>
This is not something I came up with, but something I just recognized. I need to reflect on the relationship between my skills and my mission statement so that I'll know what I need to focus on. I also need to show how what I'm currently doing is connected to my mission.
2. Lapping up lentils
I felt like having lentil soup today. I poured lentils into a pot, covered them with lots of water, added chicken stock powder, and set that boiling. Then I went "Hmm." Chopped up two medium-sized onions and threw them in, too. For good measure, I threw in a chopped tomato and a couple of bay leaves at some point.
Good stuff. I originally planned to have some today and some tomorrow, but at the rate I'm going, I'll have it all today...
Needs slightly more liquid, but is otherwise great.
You know, I just might be able to survive on my cooking after all...
3. Lentil lunacy
I'd love to hear about any questions, comments, suggestions or links that you might have. Your comments will not be posted on this website immediately, but will be e-mailed to me first. You can use this form to get in touch with me, or e-mail me at [email protected] .


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Every website should work well on mobile devices but should you have a special version of your website which is designed specifically for the small screen?
A few things to consider
You haven't been left behind
In 2012 only 10% of websites offered a special version for mobile devices (source: http://goo.gl/yHvUH). Have a look at your competition - do they have mobile sites? If not, maybe your market sector isn't demanding the convenience of a mobile optimised website yet.
How hard is it to use your site on a mobile?
To evaluate this, set yourself a couple of tasks that your customers might be trying to do. Things like "finding a phone number" to call you, working out "where you're located" or identifying whether you offer a particular service. Keep in mind, people don't use their mobiles for long browsing periods. They want basic information and if they're keen to find out more (or put through an order) they'll normally end up doing so from a tablet or desktop PC later when they can look through things properly.
A mobile website shouldn't be a full website
Keeping in mind the last point, doing a direct conversion of your website from desktop to mobile can be as inaffective as not serving a dedicated mobile solution. Your mobile site should make things fast and easy for people. This means avoiding long passages of text and providing easy cues for people to contact you.
How many mobile visitors is your website currently serving
There is a lot of press about iPhone and Android phones which can make it sound like people don't even use conventional computers anymore. Whilst it's true that mobile traffic on the Internet is increasing and Australia has one of the largest markets in the world for mobiles and tablets, we still see the majority of service based websites with mobile traffic (tablets and phones) of 20% and below. Demographics, marketing and core services all affect this but the moral of the story is, don't spend 50% of your website budget on only 20% of your audience. Try to make a wiser decision and look into whether the trends are there before investing in this sort of technology.
A good mobile website takes planning and will cost more
Whilst anyone can hack together a mobile website, it's only worth while doing if the site is going to be useful to your customers. This means working out what mobile users want, how to make it fast and easy for them to use and what we can leave out to avoid really long pages.
A final thought
It's important to remember that when Apple launched the first iPhone in 2007, they proudly boasted how well their new phone loads websites, providing an example of reading the New York Times online. The excellent online experience delivered by the iPhone is one of the key reasons for it's success and has seen just about every other phone company in the world copy it. So whilst dedicated mobile websites can be effective, a well built website which takes into consideration all devices (desktops, tablets and mobiles) can still be a very effective solution and may be all you need.
Don't care, still want a dedicated mobile website?
Great, give us a call (08) 8362 5688. Or check out some of our recent mobile sites below (on your mobile device):
Inside Adelaide | JRs Surf and Ski | Outdoors on Parade | State Swim | City of Adelaide


text:
STOCKTON – Police have identified Dwight Smith, 25, as the suspect in this morning's shooting that left two people injured.
Smith is considered armed and dangerous.
Police said he got into an altercation with two housemates, a man and a woman, with whom he shared a house in the 400 block of West Bianchi Road, this morning. Police said he fired one time from a shotgun, injuring the two others.
Read Thursday's Record for more on this story by staff writer Joe Goldeen.
Location, ST | website.com


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A Sochi Jail Break for U.S. Bobsledder Johnny Quinn
The story of the bobsled bathroom breakout took the Internet by storm Saturday, as readers celebrated the triumph of American muscle over the lingering problems with faulty facilities at the Sochi Olympics.
In a Twitter message time-stamped 4:16 a.m. Saturday, bobsledder Johnny Quinn wrote that he was taking a shower when the bathroom door lock jammed.
In a tweet sent one minute later, Quinn wrote, "…With no phone to call for help, I used my bobsled push training to break out." An accompanying photo showed a cartoonish hole punched through the upper half of a door. Quinn closed the tweet with the hashtag "#SochiJailBreak."
A former football captain at the University of North Texas, Quinn had stints as a wide receiver on two NFL teams before going to Saskatchewan of the Canadian Football League in 2009. He suffered a knee injury and, after rehabilitation, switched to bobsled.
But Quinn's biggest star turn came Saturday. As of 7:30 p.m. local time, about six hours after Quinn tweeted the photo, it had been re-tweeted more than 11,000 times. A USA Today blog post with the photo had been shared more than 75,000 times on social media.
Sochi Olympics organizers scrambled to finish building housing and hotels even as the games began, resulting in countless reports of rooms with no hot water, missing light bulbs and faulty door handles. Quinn's bathroom escape, Incredible-Hulk style, has joined the notorious side-by-side toilets as a symbol of the problems that have plagued these Games.
Quinn could not be reached for comment. It was unclear as of late Saturday whether Quinn would face disciplinary action or how much a replacement door might cost. Mark Jones, a spokesman for the United States Olympic Committee, declined to comment.
–Brian Costa and Sara Germano contributed to this article.


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The Minnesota schools playing NCAA Division I men's hockey will be split among three conferences next season. They'll still try to make intra-state games an annual January event.
The five teams announced Saturday they'll play a four-game tournament at Xcel Energy Center, with Minnesota serving as permanent host and the other four schools sharing the three other spots on a rotating basis. The yet-to-be-named event will feature semifinal games Friday and a consolation and championship game Saturday.
In 2014, on Jan.24, Minnesota State will play Minnesota Duluth and St. Cloud State will play Minnesota. Bemidji State will participate in 2015.
Minnesota will join the Big Ten, Minnesota Duluth and St. Cloud State will help start the NCHC and Minnesota State and Bemidji State will remain in the WCHA.
Location, ST | website.com


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Consider how unusual it is for the exact breaking point of a big-time rock band to be seen on film.
For the Eagles, the end came abruptly at a political fundraiser in 1980. Don Felder didn't want to be there. Glenn Frey didn't like his attitude. Add years of resentment and as they performed, threats exchanged under the music. Fists didn't fly, but each stalked into separate limousines, and the Eagles were toast for 14 years.
It's one of the fascinating moments in "History of the Eagles," a documentary that airs on Showtime Friday and Saturday. The film has two parts just like the band, which has been together again since 1994.
Frey, 64, said it was time to get the story on film while the health and memories of everyone involved were intact. The Eagles courted filmmaker Alex Gibney, who won an Academy Award for his 2007 documentary on torture, "Taxi to the Dark Side." Gibney expressed interest if he was free to tell a real story, not just an authorized one, and the Eagles agreed. He talked to each former member and to associates like David Geffen, whose business relationship with the band ended badly.
Another key was having enough footage to make the story come alive. Here he got lucky; although Frey and co-leader Don Henley were suspicious of outsiders during the height of the Eagles' fame, they had the foresight to allow some filming, including interview and concert footage from 1977 and that ill-fated 1980 benefit. Film was found of Frey and Henley playing in Linda Ronstadt's backup band before the Eagles were born.
"Theirs is the classic rock 'n' roll story -- scruffy kids hook up in L.A., form a band and have enormous success and at the height of their success, they break up," Gibney said. "It's a rock 'n' roll fable."
It also details a fertile time and place for music. Frey describes learning how to write songs through the floorboards of his apartment: Jackson Browne lived downstairs, and Frey would hear him work on songs until the lyrics and melody were just right.
Frey and Henley prove gifted storytellers for "History of the Eagles." It was different back in the 1970s, when they kept such talk to a minimum.
"We sort of felt that it was time to open the door a little wider," Frey said. "With the Eagles, we had opened the door a crack and let people look in. Let's just call it effective mystique management. When you're an artist, one of the greatest allies you can have is the imagination of your audience. It's better to paint a picture than explain things."
He hopes the film clears up misconceptions, primarily that the band's time was dominated by squabbling. They worked hard and had a lot of fun, Frey said.
Oh, but they could fight with the best of them. Those stories enliven the film: Bernie Leadon exiting after pouring a can of beer over Frey's head; Randy Meisner leaving when he became reluctant to sing "Take It to the Limit," his signature song; Felder ending his association with the reunion after getting a brutal business ultimatum from Frey.
Frey's reasons for dissatisfaction with Felder are clear, and though Felder is interviewed, his side of the story is murkier. The film's most poignant moment comes when Felder breaks down and walks away from the camera when talking about it. "It just broke my heart," he said.
Frey said there were never any serious problems between him and Henley.
"We just grew tired together," he said. "That's the way it played out. The Eagles became such a burden. I think Don and I just sort of succumbed to the weight that we felt after 'Hotel California' went through the roof. You know, it could have ended there. Instead for us, we were able to, as Don said, have a second act."
Since the Eagles famously said they wouldn't reform "until hell freezes over," their reunion was cheekily called the "Hell Freezes Over Tour." "The time off did everyone good," Frey said. "I know when I came back to play in the band in 1994, I was a much better musician ... I was more grounded as a person. When we all came back together, we had all sort of grown up, dragged kicking and screaming into adulthood."
'history of the eagles'
Airing: 8 p.m. Friday and Saturday, Showtime


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On the third Friday of each month L'Arche Daybreak has an open house.
All are invited to come and meet members of the L'Arche Daybreak Community sharing about the foundation and spirituality of L'Arche
Please visit their web site www.larchedaybreak.com or call 905.884.3454 ext. 279 for more information
Dayspring is an outreach ministry of L'Arche Daybreak


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Nike Brazilia 5 Medium Duffle Bag
Medium durable duffle bag that helps you fit everything into your work out. With its tough polyester material this bag is able to last and remain water resistant. Features include a detachable shoulder strap with pad for comfort and usability, convenient, ventilated shoe or wet/dry storage compartment and a secure zip pocket.
- Nike Brasilia 5 duffle bag comes with a limited lifetime warranty


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Try these 'computers' on for size
March 12, 2013 - Art Smith
What was science fiction a few years ago is quickly becoming reality with many devices coming onto the market changing the meaning of what it is to be connected.
A recent string of announcements and rumors about wearable technology may, or may not, cause a huge shift in the way we communicate and receive information.
Among the devices causing a stir lately is:
The iWatch
Google Glass
Google shoe
The Bluetooth earpieces people use with their smart phones have been in use for a while, but are mostly limited to making calls.
Of course people have been using and wearing their smart phones for years. Tracking workouts, for instance, is a very popular use of iPhones and other smart phones.
The new stream of wearable products that will hit the market will certainly be a hit to many and irrelevant to most. It will be interesting to see if they are actually useful or are simply impressive examples of conspicuous consumption.
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The recombinant host Escherichia coli DH10B bearing the plasmid pIDKE2 was grown under fed batch conditions, and the effects of different medium components on plasmid yield and cell mass were evaluated at a 5-L fermentation scale. Results showed that glucose was the optimal carbon source at 265 g/L. After testing different levels of nitrogen, a defined complex medium was formulated for optimal plasmid production, capable of producing up to 0.44 mg plasmid DNA per g dry cell weight.
A further feature of fermentation processes for large-scale plasmid production is the performance of high-density fermentations to obtain large amounts of biomass. Experimental work on the composition of bacterial growth media has demonstrated that fermentation conditions and growth media strongly influence the yield and quality of plasmids produced in E. coli cells.9
In this work, the medium composition of a high-cell-density culture for the production of plasmid pIDKE2 in a recombinant E. coli DH10B system was studied. The results provide a defined medium for pDNA production.
Strain and Plasmid
The plasmid used in this work was pIDKE2 with a kanamycin-resistant marker; it was transfected into E. coli DH10B using standard methods.1 The E. coli was then grown on several LB agar plates supplemented with 50 μg kanamycin/mL.
Culture Media
The basic LB medium for seed cultivation contained 10 g tryptone/L, 5 g yeast extract/L, and 10 g NaCl/L, supplemented with 50 μg kanamycin/mL. A fed-batch fermentation was carried out in a 5-L bioreactor with a working volume of 4 L, in a complex medium containing 5 g glucose/L, 1.4 g KH2PO4/L, 8.6 g (NH4)2SO4/L, 1 g MgSO47H2O/L, 10 g yeast extract/L, 1 mL trace metal solution 1,000 X/L, and 50 μg kanamycin/mL. The trace metal solution 1X was prepared as follows: 2.29 mg AlCl3·6H2O/L, 1.6 mg (CoCl2·6H2O)/L, 41.21 mg H3BO3/L, 4.98 mg (MnSO4·H2O)/L, 0.73 mg (Na2MoO4·2H2O)/L, 13.7 mg (CuSO4·H2O)/L. Using a peristaltic pump, feed medium (265 g glucose/L and 50 g yeast extract/L) was added to the fed batch cultures at a constant flow rate of 0.7 mL/min when the pH had risen, because that was a signal that the initial carbon source had been depleted.


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Contact Information
Education: Rutger's University, MSW and MS in Urban Planning and Public Policy; University of North Carolina - Chapel Hill, PhD in Public Policy Analysis.
Research Interests: labor economics; poverty and inequality; work and family; race, gender, and work; working poverty and low-wage labor markets; unemployment, retention, and turnover; poverty and development
Professor Morris is an assistant professor at the Muskie School, the Coordinator of the Public Policy Analysis track within the Master's program in Public Policy and Management (PPM), and the Coordinator of the Graduate Certificate in Social Policy Analysis. Professor Morris teaches Economics and Public Policy, Applied Policy Analysis, Social Justice Theory and Policy Analysis, and Gender and Race, Politics and Public Policy. Beginning with her dissertation (completed in 2000) she uses panel and times series data to analyze employment dynamics among various populations, including welfare recipients and the working poor. She also studies working poverty, contingent work arrangements, and work and family dynamics and outcomes.


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Seriously, Mario is on a quest to rescue the princess, Toad has boxes filled with power-ups, and Mario only gets to pick one? I mean, I guess that works from a gameplay mechanics point-of-view, but it's a bit of a dick move.
For more sick and twisted video game comedy, follow the link to Dorkly.com.


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Hey all =)
First sorry for my bad English Skills ^^
I am searching for a media server software and all others I have tested failed and thrown some errors. So I met the PMS and it looks like it should works, but there I have some problems to get it running, too. I am using Debian 6.
I can start the application and the server, but I can't stream my Videos and Music in my Homenetwork. I have downloaded and installed only this program, nothing else.
I am frustrated so much -.-' I can't find any guide which work fine. So please put here a full working installation guide (With libaries I need and so on....).
Thanks very much for help
Greetings Hannobal


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Valdosta, GA -- Valdosta State is one of just 16 teams left in the hunt for an NCAA Division II Softball National Championship. After falling to Rollins, 3-0, in game one, the Blazers rebounded behind the pitching of Courtney Gunby and great defense to beat the Tars, 1-0, in the deciding game. With the win, Valdosta State improves to 51-4 on the season and will host Florida Southern in the NCAA DII South Super Regionals to begin Friday at the VSU Softball Complex.
Valdosta State's combined effort won the second game for VSU. It wasn't just one play, but a combination of great plays that won the game. Morgan Johnson knocked in the only RBI of the game with a hit through the left side. Clare Wamsley made a fifth inning catch at the fence. Courtney Albritton made a final inning catch at the fence. Those three plays with Gunby's first solo shutout of the season and stellar defense throughout clinched the deciding game.
The Blazers needed the win after falling to Rollins in the opener. Both the Tars and Blazers started the first game of the day in the top of the third inning in continuation from Sunday's game. The Blazers were only able to notch two hits against Rollins pitcher Hope Bitzer. She stymied VSU throughout game one with 10 strikeouts and no walks in seven innings. For the day, no Blazer was able to hit Bitzer more than once.
Bitzer went the distance in game two as well, giving up four hits, one walk and a run in six innings but still registering seven strikeouts. Bitzer won the first battle against VSU ace Alanna Hadley (three strikeouts, a walk, seven hits and three runs in six innings) but could not outdo Gunby.
In the fifth inning of the first game Rollins made its season saving move. With two outs, Lawna Hunter reached base on a hit by pitch. Next, Monica Meadows doubled down the left line to knock in Hunter and the go ahead run. With Meadows at second, Krista Rodden hit her sixth home run of the season to put the Tars up, 3-0. The Blazers couldn't rebound… until game two.
Both teams registered four hits in the game, but the Blazers tallied two in the third inning for the go ahead run. Angela O'Connor started the inning with a walk. Head Coach Thomas Macera made the move to April Collins to pinch run for O'Connor. Collins advance to second on a single from April Hutchens. Albritton was next to put the ball in play and she advanced Collins to third on a fielder's choice. With two outs, Johnson knocked her single through the left side to follow Hutchens's lead. Collins scored on the play and the Blazer defense would ensure VSU would not need another run.
In both the fifth and sixth innings Rollins had runners at third but the VSU defense held strong. In the fifth, Veronica Alred was at second when Hannah Lovestrand hit a deep bomb into right centerfield. Wamsley made the running catch heading into the fence to rob Lovestrand, then made the throw to the infield to hold Alred at third. The next play was a groundout to end the inning. Later, runners were at the corners in the top of the sixth for Rollins and Wamsley made another catch in right field.
When Rollins tried to make a comeback bid in the top of the seventh, playing for the season, Albritton made another theft. The GSC Player of the Year finished the day without a hit but made her presence known defensively in centerfield. Alred led off with a deep hit to straight away centerfield but Albritton, despite running into the fence, made the catch to take away a second possible homer from Rollins and secure the win.
The Blazers will host Florida Southern starting Friday at the VSU Softball Complex. Check www.vstateblazers.com throughout the week for updates.


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I'm a bit ambivalent about St. Patrick's Day. What is it about March 17 that renders so many people Irish or some version of it, that I don't recall from living the first twenty-seven years of my life in Ireland?
Everywhere I turn, there are people bragging about their Irish-ness, balancing plastic green bowler hats on their heads and wearing T-shirts emblazoned with a command for everyone to kiss them. Why? Simple. Because they are Irish.
Even politicians are suddenly Irish – usually the American kind and definitely not those from a distinct group in Northern Ireland, where I'm from. It amuses me to imagine how many frazzled interns there must be in these United States, tasked by politicians keen on "the Irish vote," with finding some verifiable, however microscopic, proof of their Irish heritage.
With vast quantities of green beer flowing to strains of "Danny Boy" and all those perfectly-formed ringlets bouncing heavily on the heads of Irish dancers, I'm beginning to wonder if perhaps I had been absent on St. Patrick's Day in Ireland. How could I have grown up down the road from Mount Slemish, where a young Saint Patrick tended his sheep, and missed all these shenanigans?
Incidentally, along with a bunch of fresh-faced girls from school, I went to Irish Dancing lessons every week at the Protestant Hall on Railway Street in Antrim, and not one of us had either the ringlets or the very straight backs and long legs of all those Riverdancers first spotted almost twenty years ago on the Eurovision Song Contest.
I have long since forgotten the name of our Irish Dancing teacher and how to do a slip-jig, but I saved all my medals in the red box that held my first Timex watch, and I even brought my lovely dancing costume all the way to America with me.
It hangs in the back of a closet, rather dusty and maybe a bit too reminiscent of Miss Havisham's wedding dress. Dare I ask my daughter to humor me and try it on? Maybe for St. Patrick's Day . . .
Then there's the corned beef and cabbage. With hand on my heart, I can tell you we never had corned beef in our house. There was always the best of sirloin from Stewart's Butchers, a place with saffron colored sawdust on the floor. I remember tracing lop-sided figures of eight in it with the toes of the leather brogues I wore to school. An imaginative child, I pretended I was cutting through ice on the blades of Harriet's skates as she spun around a frozen pond in "Tom's Midnight Garden," a much-loved book that had even made it to a BBC television series.
The young red-faced butchers, in their navy and white striped aprons all smeared with blood and bits of raw beef, looked a bit menacing, especially while sharpening their knives as I ordered a pound of minced beef. As for cabbage, I still associate it with the overcooked vegetables, lumpy custard, and tapioca served for school dinners. Mind you, as my mother will no doubt remind me, when fried up with a bit of good bacon from Golden's, the wee shop, cabbage was hard to beat, turnip too. But neither cabbage nor turnip had anything to do with St. Patrick. I daresay corned beef and cabbage would have been no more than a coincidence on St. Patrick's Day four decades ago in Northern Ireland.
And, the shamrocks. For starters, I don't remember Pat the barman in the Crown Bar in Belfast – where I had manys the ploughman's platter with my college friend, Ruth – taking the time to trace a shamrock on the head of a pint of Guinness for us. Nor do I remember green shamrocks or Celtic knots tattooed with pride on young shoulders; rather, they were carved into the grey headstones that sprouted from old and overgrown graveyards outside country churches.
In spite of Sunday School and sermons from the pulpit, I somehow missed the bit about St. Patrick driving all the snakes out of Ireland, although the story has since crossed my mind on those rare occasions when real snakes have slithered across my path on a hike through the Sonoran desert. Truth be told, I have found these lowly creatures much less poisonous than the human variety.
Now wasn't St. Patrick very clever to have found in nature a perfect symbol for Father, Son, and Holy Ghost, to help him spread The Word? This was how I learned about the Holy Trinity in Sunday School, and, I always think about it when I recall those delicate shamrocks wilting in the buttonholes of suits worn by Catholic men going to mass on St. Patrick's Day. Back then, it seemed that most Protestants either "took no notice" of the holiday or characterized it as something reserved for those "on the other side." Ironic, given the young saint's passion for spreading Christianity.
By the time I was living and studying in Belfast, St. Patrick's Day had become a good excuse for an extended pub crawl with a motley crew of art students, engineers, teachers, and male nurses. I recall one such March, when a bunch of us piled in a taxi bound for The Wayside Halt, a pub on the Ballymena line. It stands almost stoic, a nondescript bar on the edge of the dual carriageway between Antrim and Ballymena. It is the kind of place that wouldn't merit a second look, unremarkable except for those who knew of the horror that had visited on May 24, 1974.


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Satisfactory Progress Students wishing to apply for and receive Title IV assistance must meet specific academic progress requirements in order to maintain Title IV financial aid eligibility. Satisfactory academic progress requires that a student must accumulate a minimum number of credit hours over a maximum number of enrollment periods and a minimum cumulative grade point average for each period of attendance. The minimum cumulative grade point average (GPA) is listed below. Satisfactory progress is based on the following maximum academic terms (semesters or quarters) and earned credit hours per term. Transfer credit hours that are accepted by Lindenwood University will count as both attempted and completed hours. Full-time Students – Undergraduate College To be considered a full-time student at the undergraduate level, a semester student must be enrolled in a minimum of 12 credit hours of coursework. Undergraduate quarter students must be enrolled in a minimum of 9 credit hours of coursework. At the end of each term of enrollment, all students must successfully complete a minimum number of credit hours towards graduation. The chart below indicates the minimum number of credit hours that must be completed for a student to retain full-time status. This requirement is in addition to the semester enrollment requirement listed above.
For each full-time quarter term after 8, a student must complete a minimum of 6 credit hours each term and maintain a cumulative GPA of 2.0 not to exceed a maximum of 21 full-time terms. Before each payment period, the student's academic record will be checked for satisfactory academic progress. Part-time undergraduate students must successfully complete at least 50 percent of their credit hours attempted and have academic standing at the point in the program that is consistent with Lindenwood University's requirement for graduation. Failure to maintain minimum academic progress will result in a student being ineligible to receive Title IV financial assistance following one financial aid warning term (semester or quarter). Financial Aid Warning/Suspension Reinstatement If a student fails to meet the minimum requirements as stated, the student will be placed on financial aid warning for the next succeeding term (semester or quarter) of enrollment. If at the end of the financial aid warning term the student does not meet the minimum requirements, the student will be placed on financial aid suspension and will not be eligible for financial aid reinstatement until the minimum cumulative requirements of the policy are attained. Students placed on warning or suspension will have their Lindenwood University Institutional Grant reevaluated. Withdrawal from the university has no effect on the student's satisfactory progress upon re-entering. Appeal A student has the right to appeal if he/she feels that he/she has complied with the requirements of the satisfactory academic progress policy or believes that there are factors such as undo hardship because of the death of a relative, an injury or illness, or similar special circumstances that could affect the decision, or that said decision was not correctly made. To appeal a financial aid suspension, the student must submit an appeal letter with supporting documentation to the Director of Financial Aid. If the student's appeal is granted, the student will be placed on Financial Aid probation and will have the next succeeding term of enrollment (semester or quarter) to meet the minimum requirements stated above. If the appeal is denied, the student will be ineligible to receive Title IV aid until the academic requirements are met.


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September 18, 2005
Minutes can be a matter of life and death for emergency responders. And now that the city of Aiken has a new 911 system in place, that time won't be wasted. News 12 is on your side to show you how it works.
"911, what's your emergency?" Nancy Griswold said.
While Nancy, a senior dispatch, talks to the caller, the computer has already located the house.
"When the 911 calls come in, it's gonna flash on the screen and the house will be exact so you won't have to waste any time," Griswold said.
The blue dots indicate houses and the red dots are fire hydrants so firefighters won't have to search for those either.
"It's really important, we get really busy, our city is growing a lot and we need to be quicker and better," Griswold said.
Especially in new housing developments, in which paper maps become useless.
It's an efficient tool when emergency dispatch workers like Nancy can't get the caller to say their address.
"Children if they call and don't exactly know where they live or elderly could have a stroke and you may not be able to talk as well," Griswold said.
Emergency dispatch in Aiken have an average response rate of five minutes and now with the 911 system in place, that number can be cut in half. Those are valuable minutes and seconds that could save a life.
The next phase of the new 911 program will be brought in within the year, this will also be able to track the locations of cell phone users.


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Which browser and version are you using ?
Are you using a pc or laptop ?
can you try using another browser like chrome and see if the problem persists? we need to know if it's IE9 related...
Yes sorry, we saw that and got it fixed as soon as we could.
Sorry :(
IE9 is a problematic browser. It has two things wrong with it:
1. it's really new2. it's from microsoft
I highly recommend Chrome, Firefox, or Safari for Live Chess.
only happens when your winning and the other person moves, its obviously a cheat.
"connection interrupet... reconnecting"
Chess. com has tried since 2007 to solve this problem of cheating but without success. I believe that all player will leave chess.com unless the famous experts solve the problem.
It's funny that
A) you assert knowledge about something that has been going on years before you joined
B) you assert that everyone will give up and leave when they have been dealing with it for years
C) you assert that it has nothing to do with technology being a complex and imperfect thing but is always due to the other guy cheating.
Dear chess.com support,
This is not a reply but a statement of what I said.
Regarding A) this is something that I read in your forum, it is not my personal knowledge.
Regarding B) believe me. It is frustating to be confronted frequently with "connection interrupted" and all its consequences.
Regarding C) it is strange that the "connection interrupted..reconnecting" happens when the opponent is loosing with his consequent winning because my time is running off. Has all this to do with technology or it is genuine cheating.
Please give a clear answer on the points submitted.
Kind regards
Maurizio de Nigris
I seem to be losing more games to the conection interupted reconecting routine than all other outcomes combined. Makes me hurt inside to not be able to finish off a beautifully set up win. I never thought about cheating. How could that be done why would someone cheat at this level??
i have similar experiences just like you edrosian but it doesnt matter anymore to me if i lose by interrupted conection. theres nothing i can do i am not computer literate.
If any of you are using Internet Explorer 9, please go into your live chess settings page and disable "Seek Graph". (Use List not Graph).
Microsoft have messed with IE9, and while they said the last version was out of beta, it appears it wasn't. So anyone who sees 'you need to upgrade to full IE9' message on their screen that comes from Microsoft or manually upgrades straight to IE9 has problems in live chess IF they use the Seek Graph.
I've had a look on Microsoft dev pages, and it appears whatever MS did, we're not the only ones its affecting
i am using microsoft IE9 and its going well...........................
It will, aslong as you don't use the seek graph :)
but i don't changed the setting......aunt.
I play a lot, but I'm not improving. What am I doing wrong?
by notmtwain 2 minutes ago
by egoole 3 minutes ago
offensive username
by AaronGo 4 minutes ago
Is there any chance that a 1300 rated player can beat a 2700 rated player?
by arcaneterrain 5 minutes ago
Was I rude?
by kaynight 6 minutes ago
by DeadlockedDestroyer 7 minutes ago
What do you say when people ask how good at chess you are ?
by egoole 9 minutes ago
removal of harmless forum topics
by egoole 13 minutes ago
8/30/2016 - All Things Are Connected
by abekiroz 14 minutes ago
Looking for opponents for live 960
by cashcow8 15 minutes ago
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North Dakota and FPL Energy Announce Plans for 48-Megawatt Wind Farm
February 13, 2007
Officials of FPL Energy (FPL) and North Dakota Governor John Hoeven have announced plans to build the Oliver II Wind Energy Center, a 48-megawatt (MW) wind facility near Center, North Dakota. Combined with FPL's adjacent 50.6-MW Oliver Wind I Energy Center, the complex will generate nearly 100 MW of electricity under a long-term power purchase agreement with Minnesota Power.
"Cooperation between the state, FPL Energy, and power companies — like Minnesota Power, Basin Electric Power Cooperative, and Otter Tail Power — is producing jobs for North Dakotans and clean, efficient renewable power for thousands of customers in North Dakota, South Dakota, and Minnesota," Hoeven said in a February 6 press release.
Oliver Wind I began operating in December 2006. Oliver Wind II will consist of 32, 1.5-MW turbines set on 80-foot towers. The combined facilities will generate enough electricity to power nearly 30,000 homes. Construction is slated to begin in the spring and is expected to be completed by January 1, 2008. With this expansion, FPL's total investment in North Dakota will be approximately $300 million.
The new wind farm will be FPL's fifth wind project in North Dakota. The company also has the 49.5-MW Wilton Energy Center north of Bismarck, and the 40.5-MW and 21-MW wind energy centers in Edgeley/Kulm in southeast North Dakota. In addition to Minnesota Power, FPL has power purchase agreements with Basin Electric Power Cooperative and Otter Tail Power to produce more than 200 MW of electricity for consumers in the Dakotas.
For more information, see the governor's February 6 press release.


text:
MAY 03, 2013 - New York Post
A Must Read - Share
BOSTON — The Knicks can still make this a Black Friday for the Celtics with a win tonight.
The Knicks try to win their first-round Eastern Conference series in six games, try to get their dynamic duo of Carmelo Anthony and J.R. Smith safely into the second round and ease...
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