February 2006

Dear Colleagues,

In this ABEC’s News for February 2006, we would like to post also a small window from the Aerospace Aircraft industry, related Electronic products for the aviation and global positioning markets, the rise of employment and the strong demand for Aerospace students.

Mail

Please find attached February workshop schedule. If you have any questions, contact us at 905-669-5627.

February 2006Workshop.pdf  

COSTI Immigrant Services
Employment Resource Centre

Vaughn Staff

http://www.costi.org 

 

 

Job search for Southern Ontario

http://www.thesudburystar.com

http://www.ospreycareers.com

http://www.careerladder.ca

 

ABB    

Three opportunities exist for qualified candidates to provide field services to Mining customers in North America. You should be Electrical or Mechanical Engineer and or have equivalent experience. Please mail your resume by February 17, 2006 to Julia.r.vant@ca.abb.com. For more information visit

www.abb.com

SUNCOR

OIL SANDS
Fort McMurrray, Alberta

Surveyor -    Competition   #2793.  To apply, visit online www.suncor.com (under Careers)

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News

1000-25 Sheppard Avenue West
Toronto, ON M2N 6S9
Tel: 416 224-1100
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Fax: 416 224-8168
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www.peo.on.ca

January 26, 2006
Letters to the Editor

Toronto Sun

333 King St. E.
Toronto, ON M5A 3X5

editor@tor.sunpub.com

 

RE: York offers lifeline to foreign-trained nurses
(David Chilton, Toronto Sun, January 25, 2006)

 

As the licensing and regulating body for engineering in the province, Professional Engineers Ontario (PEO) relies on the contributions of international engineering graduates.

In its 84-year history, more than half of PEO’s elected presidents were educated and trained outside Canada. A similar percentage of professional engineers educated elsewhere volunteer on PEO committees, including those that assess the academic and experience qualifications of licence applicants.

Approximately one-third of Ontario’s 67,000 licensed engineers were educated outside Canada, a testament to PEO’s continuous efforts to facilitate the licensing of internationally trained professionals, while maintaining high standards to protect the public. Since 2000, applicants from over 1000 institutions world-wide have been granted licenses by PEO.

As a result of combining credential review with assessment of prior experientially gained knowledge, we’ve almost doubled the number of P.Eng. licenses granted to international engineering graduate applicants in recent years, about two-thirds of whom do not have to write technical exams. In fact, PEO licensed more international engineering graduates in 2005 than we did graduates of a Canadian accredited engineering program, although only 25 per cent of international graduates typically apply for licensure.

To help international engineering graduates obtain experience for licensure, we grant provisional licenses to applicants who have met all the requirements for licensing as professional engineers except the required 12 months work experience under a Canadian professional engineer. This provides potential employers assurance they are qualified academically and have demonstrated knowledge of the profession’s high professional practice and ethics standards.

With these high standards in mind, PEO is committed to protecting and serving the Ontario public by ensuring all licensed professional engineers are qualified – and by licensing all who qualify. We’re proud that qualified international graduates play a vital and growing role in the profession.

Kim Allen, P. Eng.

Chief Executive Officer/Registrar

Professional Engineers Ontario

(416) 840-1102

Association of Professional Engineers of Ontario

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Aerospace Home

If you are planning to invest in this leading-edge industry, you will find optimum conditions for doing so in Quebec:  International-calibre prime contractors; An impressive suppliers and subcontractors network; The largest pool of engineers in Canada; Abundant, competitively priced specialized labour; Training facilities equipped with state-of-the-art technology; Abundant venture capital; and Government assistance programs custom-designed for the industry.   Montreal, Second in the World Rankings Most of these companies are located in the Greater Montreal area, which is the world's second-ranked aerospace industry centre measured in terms of jobs per capita, behind Seattle and ahead of Toulouse. Indeed 60% of overall Canadian aerospace industry production takes place in Quebec, where sales reached some CDN$10.3 billion in 2004. The prominence of this industry is reflected in the presence here of major prime contractors and technical centres such as Bombardier Aerospace, Bell Helicopter Textron, CAE, Pratt & Whitney Canada, Air Canada, Rolls-Royce Canada, as well as world-class manufacturers like GE Canada, Héroux-Devtek, Honeywell, Lockheed Martin, Oerlikon, EMS Technologies, CMC Electronics, Messier-Dowty and Thales Avionics. In addition, the Canadian Space Agency has its headquarters in Quebec, and is the site of important R&D initiatives in space technology, key among them the development of robotic arms (Canadarm) for space shuttles and International Space Station. "Montreal has all the services and subcontractors that Rolls-Royce needs. The business climate is also excellent and all levels of government are very supportive." —Pierre Racine, President, Rolls-Royce Canada, 2004

Bombardier will assemble the CSeries in Québec

Québec was one of a dozen sites ─ along with Ireland, New Mexico and Ontario ─  that Bombardier Aerospace considered for the final assembly of the CSeries family of aircraft. Yet a number of factors tipped the scales in favor of Mirabel, located north of Montréal. Chief among them: the partnership offers from the Canadian and Québec governments, which will contribute US$262.5 million and US$87.5 million respectively to the assembly plant project.

Bombardier's expansion in Québec is expected to have a significant impact on employment, ultimately generating 6,500 direct jobs and 4,000 indirect jobs. "It should also affect the company's revenues well before 2010 because of the advance payments for the delivery of the new aircraft," says Louis Thériault, Associate Director with the Conference Board of Canada and the author of a recent study on the Canadian aircraft industry.

Another key factor in Bombardier's choice of Mirabel: the collective agreement reached in March 2005 with the company's employees in Québec, who undertook to review the terms of their agreement so as to give their employer more flexibility.

Components to be Developed in Ireland
Bombardier also announced that it will develop major components of the CSeries, including the wings, engine nacelles and composite empennage structures, at its Belfast plant in Northern Ireland. To support this work, it will receive US$340 million from the United Kingdom.

All in all, the contribution from the different governments will cover one third of the CSeries development costs, evaluated at US$2.1 billion. The major suppliers, particularly the final engine manufacturer, will absorb another third. And Bombardier will assume the last third.  

 

Conquering the Transcontinental Market
The heavy suspense surrounding the launch of the new aircraft is due to the enormous stakes involved. With the CSeries, Bombardier will boldly enter the arena of regular airliners. Two out of four of the new aircraft will be transcontinental class, able to seat 110 to 130 passengers and to cover 3,000 nautical miles (from New York to San Francisco, for example).

The CSeries has been designed specifically for this target market. All the other craft in this category are smaller improved versions of earlier models, including the Boeing B737 and the Airbus A319. When you consider that Bombardier invented the regional jet category, "maybe we're repeating history by designing an airplane for the transcontinental market," says Gary Scott, President of the CSeries Program.

If Bombardier plays its cards right, Scott believes it will be able to corner half the sales some analysts are forecasting for the 110 to 150-seat aircraft market over the next 20 years-sales totaling US$250 billion. To do so, Bombardier would have to deliver 2,900 of the 5,800 craft that will be sold. The company is ultimately hoping to capture a 13% share of the total aircraft market, evaluated at $US2 trillion.

 Yan Barcelo

 

 

Aerospace Takes off Again in Québec According to a recent study by the Conference Board of Canada on the Canadian aircraft industry, profits will rebound in 2006 and reac $2.1 billion, exceeding the record level of $1.9 billion reported in 2000. They will continue to rise to $2.7 billion in 2008.   Bombardier Will Move into a Whole New Market Wherever you look on the horizon, the future seems bright. At the center of the vista is, of course, Bombardier Aerospace, which had more than its share of setbacks during the turbulent years, with the loss of 10,000 jobs worldwide and the cancellation of an order by Delta and US Airways for 90 regional jets. Despite the past, Louis Thériault, author of the Conference Board study, believes that there's every reason to be optimistic about Bombardier in 2005 and in the medium term.  First of all, Bombardier's production of regional jets should be bolstered by the demand of air carriers for aircraft in the 70 to 100-seat category. According to Forecast International, a Connecticut-based aerospace market research firm, this category will be particularly dynamic over the next 10 years. Second, Bombardier holds the lion's share of the business jet market—a share that increased from 20% to 27% over the past year alone.  But it's with the CSeries family of aircraft that Bombardier is preparing its masterly move. “If Bombardier can pull it off with the CSeries and get the firm orders it's expecting, it'll go beyond the niche it's been confined to,” predicts Gerry Bernstein, an analyst with Velocity Group in San Francisco. “And it'll move right into the heart of the industry where players like Boeing and Airbus are battling it out.”  Many factors indicate that the CSeries will be successful, not the least of which is the explosive demand for new aircraft in China. “The Chinese are planning on building 50 airports in the next few years to increase connections between small and medium-sized cities,” says Thériault. “In 2004, air transport grew by 50% in China.” Major Projects on the Rise Bell Helicopter, a Textron company, is another major player in the field. In February 2005, the company had more than 100 orders on its books for the new Bell 429 light helicopters, incorporating MAPL (modular affordable product line) technologies. Over the next 12 years, it plans to invest $700 million to develop a line of four helicopters based on the modular concept. Bell Helicopter will develop a new cabin made of composites as well as innovative electrical and avionics systems, and a revised dynamic system.   In the propulsion system sector, Pratt & Whitney Canada has rebound with renewed growth. The engine manufacturer holds a preferred position in the reaction jet market for new light aircraft as well as in the personal jet and jet taxi sector. A supplier of the Eclipse 500 by Eclipse Aviation and of the Citation Mustang by Cessna, Pratt & Whitney landed contracts in May 2005 for the new Embraer very light jet and light jet business aircraft, which it will equip with its PW617F and PW535E engines. The company will thus become the undisputed leader of a category of aircraft, which, according to many observers, may well revolutionize the small aircraft market by pushing prices down to the unprecedented level of $1 million.   There is no shortage of good news in avionics either, particularly for the two main players, CMC Electronics and CAE. A year ago, CMC landed a $50 million contract to supply the satellite communications antennas for the Airbus A380, inaugurated at that time. CAE, which still holds the leading position worldwide in flight simulation systems, is developing a new training system, Symfinity, for pilots and maintenance crew.  There's only one cloud in this clear sky. And that's the price of oil, which could affect the demand of air carriers. But with prices slowly declining, even that cloud seems to be lifting.  Yan Barcelo

Bird's Eye View of Québec Aerospace Industry Montréal is one of the three world aerospace capitals, along with Seattle and Toulouse. Montréal is the center of aerospace activity in Québec, which represents revenues of $10.3 billion. 70% of Canadian R&D in aerospace is conducted in Metropolitan Montréal. 260 companies employ 42,950 workers, i.e. half of the Canadian aerospace workforce (as of January 1, 2005, according to the Committee of Aerospace Workers in Québec1 ). 80% of Québec production is exported, which makes aerospace a leading export industry. 0% of Canadian aerospace production is from Québec.   1 Comité sectoriel de main-d'oeuvre en aérospatiale du Québec

 

 

CMC Electronics is Soaring When the largest commercial passenger jet ever built, the Airbus A380, was unveiled earlier this year in Toulouse, France, the people at CMC Electronics had every reason to be proud. The company's brainchild-the CMA-2102 High Gain Satellite Communications antenna-has now become the world standard in this new generation of aircraft. "It's not everyday that a company is awarded a contract of this caliber. We met the challenge to develop a lightweight antenna that provides aircraft with in-flight phone and fax service, and sophisticated operational and navigational data communications capability," declares President and CEO of CMC Electronics, Jean-Pierre Mortreux, who has been at the helm of the company for just over nine months. Headquartered in Montréal and with manufacturing plants in Ottawa and Chicago, CMC Electronics designs and produces leading-technology electronic products for the aviation and global positioning markets. The company employs over 1,000 people and has an impressive client roster, including Honeywell, Boeing, KLM, Bombardier, Thales, Gulfstream, and the Canadian and US military. History Meets Innovation Mortreux, who brings 25 years of industry experience to CMC Electronics with leaders such as Thomson-CSF and Thales Avionics, likes to think of his company as a "100-year-old start-up." Its roots go back to the original founder, Guglielmo Marconi, who started the Canadian Marconi Company in 1903. "We have a long history, but we also have the agility and spark of a young company that truly innovates. We take our R&D commitment very seriously, which means we attract some of the top engineering talent around," affirms Mortreux. In an industry marked by fluctuating performance, CMC Electronics has continued to thrive, posting a steady increase in sales over the past four years. Today, Mortreux attributes much of the company's success to a clear and focused business strategy. "We provide some of the most innovative and flexible avionics products in our niche markets. We also have the added advantage of supplying cockpit systems integration for both new and legacy aircraft. Our capacity to upgrade aircraft has enabled us to continue growing, even in periods that have been difficult for other players," says Mortreux. A native of France, Mortreux is delighted to live in Québec. "Living and working in Montréal is ideal for me. My family and I are enthusiastic snowboarders, skiers and hikers. And Québec offers a great combination of North American culture with a European edge." The President and CEO is clearly confident about CMC Electronics' bright future. "Québec's industry is growing steadily and continues to make this location one of the leading aviation centers in the world. We're very excited to be a part of it." Ross Rogers

 

Employment in Aerospace, on the Rise A survey carried out last November by the Committee of Aerospace Workers (CAMAQ)1 on 254 aerospace companies in Québec found that employment has returned to pre-September 11 levels and is continuing to rise. In 2001, the number of jobs in aerospace reached a record high of 41,200. During the worst of the slump that followed, the number dipped to 36,150. But since then, it has sprung back, reaching 42,950 by January 1, 2005. By the end of this year, the CAMAQ report predicts that it will exceed the 44,000 mark. Strong Demand for Aerospace Students The educational institutions are having difficulty keeping up with the growing industry, especially in light of the recent crisis. "At the industry's peak in 2001, we had more than 1,200 students. By June 2004, this number had plummeted to 175. It now stands at about 225. But to meet the demand of companies at this point, we have to up the number of students to 450 or 500," says Josée Péloquin, Director of the Montréal Aerospace Trade School2 (EMAM). The situation is much the same for the National Aerotechnical School3 (ENA), affiliated with Collège Édouard-Montpetit. "We're now accepting 200 first-year students into our three-year program, but we should be enrolling between 550 and 600 to satisfy the needs of the industry," affirms Lucie Cousineau, Director of the ENA. Cousineau feels that the 150 students who will be graduating in early summer are simply not enough to meet the demand. The ENA, which had some 1,550 students in 2001, has only 800 today. One of the Best Training Networks in the World The Québec aerospace industry may have to wait for the educational community to catch up, but it knows that it can count on one of the most complete and sophisticated training networks in the world. This network offers the advantage of meeting the requirements of companies for three categories: day workers and assemblers, technicians, and R&D development engineers. The first level in the network is the EMAM, which can accept up to 1,200 students. It is the only institution in Canada that uses the plant school model to train its semi-skilled workers in the manufacture and assembly of parts. The second level is the ENA, the country's largest technical aerospace school and the only institution to offer the following three specialties: aircraft maintenance, aircraft construction, and avionics. The school can accommodate 1,550 students in its regular program and 800 in its adult education program. At the university level, a wide variety of aerospace programs are available. Companies can recruit students from the undergraduate programs at the École Polytechnique de Montréal, École de technologie supérieure and the Université de Sherbrooke, and from the graduate program in aerospace engineering offered jointly by six universities. Inauguration of an Integrated Educational Institute The new Integrated Aerospace Training Institute4, opening in June 2005 at Mirabel airport, is based on an unprecedented concept. The institute houses three levels of education-secondary, college and university-in a 2,000 m2 building. "We're a world leader in aerospace training and this new institute is an example of this," declares Josée Péloquin. "The institute will ensure that skills, resources and equipment are shared as never before."  Certainly, there are many bridges between the three levels, but "we've never been able to develop the synergy we wanted because of the geographic distance between the players," admits Péloquin. It's now expected that the proximity of professors and students with the industry will generate an unparalleled degree of cooperation. University professors and students will have access to a practical testing ground where they can confirm research hypotheses. College and secondary students will have access to resources they could only dream about until now. An added bonus: the new institute is located next to the facility where Bombardier will be preparing one of the most innovative commercial jets in the world. Now that's synergy! Yan Barcelo   A Center Bridging Academic Knowledge and Industrial Application Québec certainly has the schools it needs to train aerospace workers. But it also has a very unusual school whose mission is to "train" businesses. The Centre des technologies de fabrication en aérospatiale, located next to the École Polytechnique de Montréal, is devoted to the transfer of academic knowledge and technology to businesses, particularly SMBs. "The purpose of the Center," says its director, Jean-Pierre Immarigeon, "is to develop technologies for SMBs so they can meet the needs of a large prime contractor. We don't conduct industrial or academic research. We simply make sure that academic knowledge, which is often reduced to models, can be used in industrial applications." The Center has an annual budget of $5 million and employs some 50 people. Immarigeon intends to add another 50 guest researchers, who may be top students or industrial researchers. The new Center collaborates with a number of Canadian universities, the National Research Council of Canada, and especially the École Polytechnique de Montréal in an effort to bolster the competitiveness of the Canadian industry. Four sectors are spotlighted: metal product manufacturing processes, composite materials, intelligent industrial processes like automation and robotics, and machining technology. Photo: Bell Helicopter, by Denis Gendron   News Briefs

A Second Development Studio for Ubisoft
Ubisoft has just opened a video game development studio in Québec City, which will group together 200 designers, animators and programmers. The company expects to invest $75 million in this project over the next five years. Ubisoft, whose largest video game development studio is located in Montréal, recently announced that it intends to create 1,000 new jobs by 2010, which would increase its workforce in Québec to 2,000.

Reebok's Canadian Headquarters will be Moved to Montréal
Reebok International, which manufactures sports footwear, apparel and equipment, announced that it plans to move its Canadian head office from Toronto to Montréal by 2006. About a hundred administrative employees will be transferred to Montréal, while the company's sales and marketing departments will remain in Toronto. The announcement was made a few of months after Reebok acquired The Hockey Company, a business based in Montréal.

Uniboard Doubles its Production in Laval
In order to support the growing demand for its laminate flooring and increase its share of the Canadian market; Uniboard Surfaces will invest $21 million in its Laval plant. The company, which is a member of the German group Kunz, plans to double the capacity of the plant, add a second cutting and shaping line, and acquire another automated insulating strip production line. These improvements, which should be completed in December, will create some 30 jobs.

Corus Modernizes its Facility in Trois-Rivières
Corus will invest $4 million to modernize its rolling plant in Cap-de-la-Madeleine in Trois-Rivières. The plant produces sheets used in the manufacture of heat exchangers for the automotive industry. The first phase of the work will involve the hot mill, enabling the company to improve the quality of products and manufacture certain alloys. Corus, a member of the British Corus Group, will also convert three oil furnaces to electricity, thus increasing production and reducing atmospheric emissions. If this project generates the expected results, Corus will undertake a second phase at a cost of $20 million then a third, in 2006, for a total investment of $40 million.

Owens-Illinois Invests $30 million
O-I Canada, a subsidiary of the American group Owens-Illinois, will inject $30 million in its glass manufacturing plant in Pointe-Saint-Charles in Montréal. This investment will enable the company to complete the first phase of a three-year automation and modernization program in which O-I Canada plans to replace two furnaces and several components of its production line. The Montréal plant, the only one of its kind in Québec and the oldest in Canada, specializes in the manufacture of clear glass containers for the food, soft drinks, wine, spirits and cosmetics industries. The Québec government will contribute an interest-free loan of up to $7.5 million, which will be administered by Investissement Québec.

Julie Malo

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“Investissement Québec”, a Strategic Aerospace Partner

For businesses in the aerospace industry, Investissement Québec is much more than an economic development agency. It's an organization with the financial tools and know-how to act as a prime strategic partner.

Investissement Québec has boasted a new Strategic Support for Investment Program (PASI) since November 2004. The program is designed for businesses focusing on innovation; through it, Investissement Québec can support major projects that require considerable investment and will potentially contribute to the development of the Québec economy.
"We're currently studying a number of projects in the aerospace sector," says Claude Proulx, who is in charge of PASI. "With today's intense global competition, businesses have to invest and innovate if they want to get ahead. Our program, which has a substantial commitment envelope, can help companies face the challenge of major economic change. It emphasizes innovation as a means of enabling companies to increase their productivity and competitiveness."
The program is divided into three main components: investment, job creation and new product development. A business with an investment project of more than $5 million, for example, could benefit. PASI offers assistance specifically geared toward making companies more productive and competitive; and this is particularly appropriate for an international industry like aerospace.
PASI is also designed to support projects that generate an increase in a company's payroll of at least $5 million or that develop innovative new products with strong market potential. The assistance provided by Investissement Québec can include a loan, a repayment guarantee on the net loss on a loan or a contribution repayable through royalties, depending on the company's needs.

FIER Partners

Investissement Québec has just announced that it will be participating in FIER Partners, L.P., a limited partnership set up to help finance developmental projects and to support the creation of sector development funds. FIER Partner's initial capitalization will total $180 million.
According to Sylvie Pinsonnault, Managing Director of the limited partnership, FIER Partners will be of interest to aerospace companies seeking venture capital. "If a company chose to locate in Mirabel, for example, to manufacture its aircraft components, FIER Partners could consider taking up to a 30% interest in the project-provided it's large-scale, profitable and developmental-and investing between $5 and $20 million."
FIER Partners also invests in sector development funds and could well support the creation of a fund devoted to the aerospace industry. It could inject up to $10 million, on the basis of $1 for every $2 invested by the private sector.

SMBs also Encouraged

The projects initiated by large prime contractors create many markets for highly specialized small and medium businesses. Investissement Québec is able to offer SMBs flexible complementary financing through its SMB Financial Program. It can grant a repayment guarantee on a term loan, line of credit or letter of credit to help SMBs obtain the financing they need from their financial institution. It can also provide loans. SMBs wishing to conduct R&D, increase their working capital, develop export markets or forge a strategic alliance are sure to find the solution they need through the SMB Financial Program.

Vincent Choquette

 

“Investissement Québec” will take part in Euro Economic Mission

An economic mission headed by Claude Béchard, Québec Minister for Economic Development, Innovation and Exports, also to include André Côté, President and CEO of Investissement Québec, begins today, January 24, 2006, in Davos, Switzerland. Québec's official delegation will be meeting business leaders as part of the World Economic Forum. The Davos forum, a major annual event bringing together world business and political leaders, runs this year from January 24 to 28. It represents a one-of-a-kind opportunity to promote Québec and stimulate foreign investment initiatives. Mr. Côté will accompany Mr. Béchard in his rounds of meetings with potential investors. They will be meeting with representatives of head offices of multinationals that may or may not have subsidiaries in Québec, in sectors including aerospace, energy, and construction and information technologies.

“Investissement Québec is both a financial institution and an economic development agency. Can provide you with advice on choosing a location in Québec and offer financial solutions”.

 

All articles are from the

http://www.investquebec.com/en/index.aspx

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History    

 

We also would like to point to the emotional reaction of almost two generations of Canadians regarding the very painful experience of many professionals in searching for the truth and the real reasons behind the cancellation of the Canada’s own jet, the CF-105 Avro Arrow by the then Conservative Government of John Diefenbaker and the History around this project.

 

 

       CANADIAN AVIATION HISTORY CF-105
Avro Arrow

 

 

 

 

The Avro Arrow

 

 

http://www.avroarrow.org/index.htm

 

On February 20, 1959, the Canadian government shut down the CF-105 Avro Arrow jet interceptor program, putting thousands of workers and the cream of Canada's aerospace engineering talent out of work. Avro Canada had over 200 engineers employed, working on several projects. These engineers immediately sought new employment. Some remained in Canada, moving out of the aviation field, some traveled to Great Britain and found employ working on the design of the Concorde SST. Most went to the United States. South of the border, a brand new organization called the National Aeronautics and Space Administration was charged with putting U.S. astronauts into space, and it desperately needed engineers. Within 10 weeks of the demise of the Arrow, 25 Avro engineers were working for NASA, and another six would join them later.

The Avro Arrow was a revolutionary jet interceptor, designed and built by the
A.V. Roe Aircraft Company of Canada. The Arrow was a plane of firsts

 

(http://www.avroarrow.org/AvroArrow/arrowfirsts.html ),

 

fly by wire, computer control, integral missile system and capable of MACH 2+.

The year was 1958, and the COLD WAR was raging.

 

http://www.avroarrow.org/AvroArrow/JimChamberlin.html

 

http://www.avroarrow.org/AvroArrow/OwenMaynard.html

 

Factual Arrow  -only the facts. PEO articles and follow up by Palmiro Campagna

 

http://www.avroarrow.org/AvroArrow/factualarrow.html

 

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ABEC’s News

• We would like to bring to your attention the article in ReMaTecNews, December 2005 issue; 

M&T 2001 Making advanced technologies pay off; for our Colleague Eng. George Pushev, Ph.D.

 ReMaTecNews_M_T2001.pdf

 

We congratulate Dr. Eng. G. Pushev and wish him global recognition for all the hard work, he and his team of M&T 2001 who dedicated into the designing and constructing of automated machines for the Remanufacturing industry at the highest technical and environmentally tested level.

 

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We are very thankful to Mr. Luuk Aleva,

(Publisher ReMaTecNews)
Manager RAI Publishing House,

for providing us with a copy of the article and allowing us to post it on ABEC’s website.

“ReMaTecNews, the only international magazine dedicated to automotive remanufacturing worldwide, is an independent channel for news, views and developments within the remanufacturing industry”.  

http://www.rematecnews.com

• Membership fee, due for 2006 year is $50 per year. Please send your cheque (making it payable to ABEC) to our Treasurer at the address:

Mrs. Tonya Bojkova,
903 – 91 Cosburn Ave.,
Toronto, ON

 M4K 2G2

• New Members are welcome!

Best Regards to all ABEC’s Members,

Pauline Loultcheva Lawrence

President of ABEC

(905) 832-4451

p_lawrence@abec.ca

pauline_m_lawrence@hotmail.com

http://www.abec.ca/~p_lawrence/index.html