TAIPEI, July 9 (Reuters) – Taiwan’s Foxconn said on Friday it was in talks with the U.S. state of Wisconsin about building electric vehicles there, part of the major Apple Inc supplier’s push to diversify income streams.
Foxconn and electric car manufacturer Fisker Inc said in May that they had finalised a vehicle-assembly deal. They did not identify a location, but Fisker’s CEO said Foxconn’s Wisconsin site was a possibility.
In a statement, Foxconn said it had begun discussions with Wisconsin.
“Foxconn has engaged the Wisconsin Economic Development Corporation to discuss the company’s plans for electric vehicle manufacturing. Foxconn is optimistic about our partnership with WEDC and looks forward to ongoing discussions,” it added.
The company, formally called Hon Hai Precision Industry, gave no further details.
A Wisconsin Economic Development Corp spokesman said the agency does not comment on any potential talks until a contract is executed.
In April, Foxconn drastically scaled back a planned $10 billion factory in Wisconsin, confirming its retreat from a project that former U.S. President Donald Trump once called “the eighth wonder of the world” and was supposed to build cutting-edge flat-panel display screens.
A month earlier, Foxconn’s chairman said it may make electric vehicles (EVs) at the Wisconsin site, though could decide on Mexico, and would make a decision this year.
Over the past year or so Foxconn has announced several deals on the production of EVs with automakers including Fisker, China’s Byton and Zhejiang Geely Holding Group, and Stellantis NV’s Fiat Chrysler unit.
On Friday, Fisker said talks with Wisconsin economic development officials were normal in the process of evaluating potential plant sites. The carmaker said in May it had finalized plans for Foxconn to build vehicles for the electric car startup at a U.S. plant starting in 2023, and Wisconsin was one of four options.
Foxconn aims to provide components or services to 10% of the world’s EVs by 2025 to 2027, posing a threat to established automakers by allowing technology companies a shortcut to competing in the vehicle market. (Reporting by Ben Blanchard in Taipei Additional reporting by Ben Klayman in Detroit Editing by David Evans and Mark Potter)
The California Transportation Commission has allocated $1.18 billion for infrastructure projects throughout the state.
The commission, which is made up of 13 members, is responsible for programming and directing transportation funds for highway, rail, transit and active transportation purposes.
More than half of the investment, some $630 million, came from Senate Bill 1, also known as the Road Repair and Accountability Act of 2017. This legislation, which involved a hike to fuel tax rates, is intended to direct $54 billion over a decade to fixing roads, highways and bridges, as well as supporting transit and safety.
According to the commission, SB 1 annually provides $5 billion in transportation funding, which is split between state and local agencies.
“California has the most heavily traveled transportation system in the country,” said California Department of Transportation Director Toks Omishakin. “[This] investment will allow Caltrans to make critical repairs and upgrades to our state’s roads and bridges, increase options for transit, rail, walking and biking, and support thousands of jobs.”
Some $7.8 million was approved for the Imperial County Transportation Commission in support of truck crossing improvements at the Calexico East Port of Entry. Imperial County comprises the eastern half of California’s border with Mexico.
The Calexico East Port of Entry, which links Imperial County to Mexicali, is a bustling crossing point for commercial trucks. According to the Bureau of Transportation Statistics, this port of entry has processed 107,929 trucks so far in 2021.
About $200 million was set aside for constructing a truck climbing lane along Interstate 10, which stretches across the southern U.S. from Santa Monica, Calif., to Jacksonville, Fla., and serves as an important conduit for freight.
In Stockton, $20 million will support a project located at a freight rail corridor that links the Port of Stockton to markets throughout California. An inland port located on the San Joaquin River, the Port of Stockton has handling facilities for dry and liquid bulk materials as well as containerized cargo.
Specifically, crews will build a flyover spanning the Stockton Diamond, an at-grade crossing point for Union Pacific Corp. and BNSF Railway tracks. According to the commission, the project will provide vertical clearance, eliminating interference between the freight railroads at this intersection.
A few of the projects focus on incorporating alternative fuels into the transportation sector. Some $5 million was issued for the procurement of 20 zero-emission hydrogen fuel cell buses and related infrastructure to improve service frequency in Los Angeles County.
The San Diego Metropolitan Transit System was issued $13.3 million to purchase 11 battery-electric buses. Specifically, these buses will be used on the Iris Rapid route, which will link passengers from Otay Mesa to the Iris Avenue station east of Imperial Beach when it is completed.
Along I-10, some $1.3 million was approved for the installation of electric charging stations for zero-emission vehicles near Banning and Blythe. Banning is 30 mile east of San Bernardino. Blythe is located directly across
SACRAMENTO — California is slated soon to reinstate funding for subsidies that encourage drivers to buy electric cars, a program advocates say will help the state prepare for Gov. Gavin Newsom’s order to ban the sale of new gas-powered cars by 2035.
But who exactly will get rebate checks has created a divide between some state legislators and environmental activists, who say more money should be directed to help low-income drivers go electric.
Santa Clara County is planning the region’s first bike superhighway—but a route still needs to be selected.
“I don’t see a bicycle superhighway going down El Camino,” Erik Lindskog, a member of VTA’s Bicycle and Pedestrian Advisory Committee, said at Wednesday’s meeting. “I think a bicycle superhighway needs to be a little more separate from traffic.”
The idea of a superhighway stems from VTA’s Santa Clara Countywide Bike Plan released in 2018. The plan proposes a central bikeway to help cyclists travel more easily and safely between cities.
Santa Clara County already has 800 miles of bikeways, including dedicated bike lanes on roads such as San Fernando Street in downtown San Jose. There are 200 miles of dedicated bike trails, but many popular routes—such as the Guadalupe River Trail and Coyote Creek Trail—are not connected through a continuous, uninterrupted path.
VTA allocated $903,000 in funding toward the project, and aims to complete an analysis of the preferred route by January.
The transit agency reached out to local bicyclists to evaluate three alternative routes for a protected bike path stretching from East San Jose to Santa Clara. The three routes—dubbed the Shortliner, Trail Trackway and Walsh Wizard—take different paths from east of Highway 680 north of Mabury Road to Santa Clara as far west as Lawrence Expressway.
VTA judged each route by eight metrics: equity, compatibility, desirability, sustainability, access, joy, safety and feasibility. Equity measures how attractive a route is to new users, women and people of color, while desirability is based on whether segments of a route lead to popular destinations.
The Shortliner route scored highest among the most categories and follows an on-street path from Mabury Road, Taylor Street, Hedding Street and The Alameda to El Camino Real. The route is the shortest of the three alternatives.
San Jose resident and cyclist Andy Murillo said that when they travel via bike, they choose routes with as few turns as possible, which makes the Shortliner route attractive. However, they cautioned that riding along The Alameda and El Camino Real can be dangerous.
“The optimal option would be to make it easier and safer to bicycle The Alameda (and) along El Camino Real, rather than along a bike route that you have to piece together,” Murillo told San José Spotlight. “For a lot of people, it’s a lot easier to imagine yourself sharing a trail with pedestrians than sharing a street with cars.”
The Trail Trackway route scored highest for equity and safety. The route extends along the Penitencia Creek Trail, Coyote Creek Trail, Caltrans Corridor, Caltrain Corridor and San Tomas Aquino Creek Trail through Central Expressway.
However, VTA considers the route infeasible along some stretches of San Jose and Santa Clara. For example, in Santa Clara the route faces gaps in the Caltrain Corridor which are expensive to connect.