From the NY Times post: "Mr. Paine, who produced the documentary “Who Killed the Electric Car?” arranged the historic meeting. He is reportedly in production on a sequel, “The Revenge of the Electric Car.” Mr. Lutz — whose company was accused in Mr. Paine’s original movie of being the prime suspect -– is now a strong proponent of E.V.’s and a prime mover behind the development of the Chevrolet Volt plug-in hybrid. And Mr. Musk is helping to revive the fortunes of the electric car industry with his stewardship of Tesla Motors. The meeting went off as scheduled and proved to be a congenial gathering for the three men. A small crowd of curious onlookers followed them on their short stroll. Mr. Paine was joined by a video crew, presumably shooting footage for “Revenge.” And while he seemed to be trying to create tension between Mr. Musk and Mr. Lutz, they didn’t seem to be buying into it. Mr. Paine asked Mr. Musk if he felt being in Detroit was akin to being “behind enemy lines.” Mr. Musk smiled and said, “No, I really don’t think of it that way.” Mr. Lutz spent most of his 30 minutes with Mr. Musk sharing almost inaudible comments about various electric vehicles and features that caught their respective eyes."Here is the full text of the entire article, in case the link goes bad: http://wheels.blogs.nytimes.com/2010/01/12/detroits-electric-avenue-the-street-of-dreams/
January 12, 2010, 4:58 pm
Detroit’s Electric Avenue: The Street of Dreams?
By JERRY GARRETT
DETROIT — Which would be a stranger sight: Humphrey Bogart, Marilyn Monroe and James Dean sharing a late snack at an all-night diner, or the filmmaker Chris Paine; Bob Lutz, the General Motors vice chairman; and Elon Musk, chief executive of Tesla Motors, taking a stroll down Electric Avenue at the Detroit auto show?
Either situation seems pretty far-fetched. Thanks to spoofs of Edward Hopper’s “Nighthawks” painting, the scene with the actors is a little easier to visualize. But the highly implausible Detroit situation actually happened Tuesday afternoon.
DETROIT — Which would be a stranger sight: Humphrey Bogart, Marilyn Monroe and James Dean sharing a late snack at an all-night diner, or the filmmaker Chris Paine; Bob Lutz, the General Motors vice chairman; and Elon Musk, chief executive of Tesla Motors, taking a stroll down Electric Avenue at the Detroit auto show?
Either situation seems pretty far-fetched. Thanks to spoofs of Edward Hopper’s “Nighthawks” painting, the scene with the actors is a little easier to visualize. But the highly implausible Detroit situation actually happened Tuesday afternoon.
Mr. Paine, who produced the documentary “Who Killed the Electric Car?” arranged the historic meeting. He is reportedly in production on a sequel, “The Revenge of the Electric Car.” Mr. Lutz — whose company was accused in Mr. Paine’s original movie of being the prime suspect -– is now a strong proponent of E.V.’s and a prime mover behind the development of the Chevrolet Volt plug-in hybrid. And Mr. Musk is helping to revive the fortunes of the electric car industry with his stewardship of Tesla Motors.
The meeting went off as scheduled and proved to be a congenial gathering for the three men. A small crowd of curious onlookers followed them on their short stroll.
Mr. Paine was joined by a video crew, presumably shooting footage for “Revenge.” And while he seemed to be trying to create tension between Mr. Musk and Mr. Lutz, they didn’t seem to be buying into it.
Mr. Paine asked Mr. Musk if he felt being in Detroit was akin to being “behind enemy lines.” Mr. Musk smiled and said, “No, I really don’t think of it that way.” Mr. Lutz spent most of his 30 minutes with Mr. Musk sharing almost inaudible comments about various electric vehicles and features that caught their respective eyes.
Mr. Lutz put in a plug for the “range-extending capability” of the Volt, which can travel about 40 miles on electric battery power alone and another 300 miles or so with a recharging assist from an onboard gasoline generator.
Mr. Musk said he had looked into that capability for his Tesla E.V.’s, but discarded the idea as unnecessary.
“We’re in the E.V. business –- only,” he said.
Tesla Motors used the 2010 North American International Auto Show, its first, to make a multifaceted statement about the viability not only of the company, but of the electric car as well.
Three vehicles were on display in the Tesla booth at the Detroit auto show: a white Roadster Sport with chassis number 750 that was driven from California some 3,600 miles to the show; another white Roadster Sport, with chassis number 1,000, which signals a milestone in the number of electric cars manufactured and put into service since the company started delivering cars to customers in mid-2008; and the latest iteration of the 2012 Model S, the sedan that is scheduled to go into production within two years and be priced at $57,400.
GM to invest $700m in Volt rechargeable electric car
GM to invest $336 million in Volt plant
Comments
Less than 20 car companies (The ATVM people say there were tons of applications but only a handful were car companies) applied for $25 BILLION DOLLARS in taxpayer money managed by a certain smug group of people at DOE in order to get loans to make green cars for Americans. This was not all of DOE that did bad things, just a private cadre of men.
There was enough money to help every single one of the car companies that applied. The administrators applied their interpretations of the law in order to benefit the large lobby group-related firms and avoided every one of the “politically unconnected “independent American companies.
The amount of lobby and influence money spent by each awardee is in direct ratio to the amount of money awarded. Pay-to-play was the process.
The smaller companies, due to lower overhead, could have dramatically more productive results with the money than the large burdened companies yet the money was given out based on political career advantages for the administrators rather than the technology advantages for Americans.
The way the ATVM people set it up (Google “Siry says stifles innovation” for more), the smaller applicants were prevented from getting outside investor funding.
All of the people that reviewed the applications had political and financial connections to GM, Ford, Chrysler and the large Detroit recipients.
Each of those smaller American companies had technology and resources that presented a powerful economic threat, if they got the loans, to the large politically connected companies that did receive funds. The big car companies wanted the small companies cut-out at all costs.
The Section 136 law was written to provide first-come-first serve funding but when the small companies got their applications in first, while the big ones arrogantly felt that they did not even need to apply because it was already pre-staged for them, the ATVM officials changed the rules in order to remove the first-come-first-serve standard of the law in order to cut out the smaller independents.
Some of the companies that have gotten money have backed out of making the electric cars they said they would make. But they still get to keep the money.
The Section 136 Law was created by the lobbyists for GM, Ford & Chrysler when they saw that they were about to go bankrupt and wanted to tap into additional taxpayer dollars by claiming the money was going to be used for electric cars in order to win rapid support for Section 136 by tugging at heartstrings. In retrospect, the money mostly went to gasoline car projects. Multiple public hearings have already shown the sister loan guarantee program to have been a failed program via intentional delays, the head was fired and replaced & massive complaints have been filed by many.
Some of the companies that got the money have already wasted more money than other companies applied for as their total request.
Some of the companies that got taxpayer loan money are not even American companies and/or are doing their manufacturing offshore with non-American employees. Thus, the ATVM process has cost American’s jobs.
Those who got the money had to fill out little, or no, paperwork, went through little, or no, review and were connected to the DOE people who gave them the money and shepherded them through the process. Those who they wanted to keep out were forced to jump through more hoops, were slow-tracked in review and had made no political deals via hired law and lobby firms that the big companies has used to conduit “influence”.
The decision about who would get money was made in 2008 by a private group who then pretended there was a lengthy review throughout 2009 but in fact, the money was pre-wired for a select few.
All of the things that the rejected small companies (who did not pay lobby fees) were rejected for, were the same things that the insider big companies were doing. In at least two cases, big companies who were in violation of Section 136 rules were guided by reviewer-insiders to change their whole business structure in order to become suddenly “compliant “with section 136 while smaller companies received no such “help”.
How does this affect you? It cost you and your friends jobs, it delayed American innovation, it made your family have to breath toxic petroleum fumes for another decade, it furthered a corrupt practice and it hurt domestic small business. This was all about money. Controlling who got to make money off of the technology and who got to delay electric cars so the old oil and steel guys could still make money off of their old assets.
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