Arrested Land Defenders Appear In Court Today; Gidimt’en Condemns Unreasonable And Punitive Conditions Of Release

Arrested Land Defenders Appear In Court Today; Gidimt’en Condemns Unreasonable And Punitive Conditions Of Release

This story first appeared in yintahaccess.com

Media contact: Jennifer Wickham, 778-210-0067, yintahaccess@gmail.com
Gidimt’en Checkpoint Media Coordinator

FOR IMMEDIATE RELEASE 
NOVEMBER 22, 2021 

WET’SUWET’EN TERRITORY, SMITHERS, BC: Twenty people who were arrested in a two-day violent raid on Wet’suwet’en territory are appearing at BC Supreme Court in Prince George today at 11 am. Those arrested include Gidimt’en Checkpoint spokesperson Sleydo’ and Dinï ze’ Woos’s daughter Jocelyn Alec, as well as two journalists.

Those arrested are all facing charges of civil contempt for breaching the terms of a BC Supreme Court injunction granted to Coastal GasLink (CGL). CGL is seeking a number of conditions of release, including denying many arrestees access to a vast area of Wet’suwet’en territories. The proposed ‘exclusion zone’ is the whole Morice West Forest Service Road or any other areas accessed by the Morice Forest Service Road. Wet’suwet’en people (as determined by CGL) may be exempt from the exclusion zone for “cultural activities” (as defined by the RCMP), while being subjected to ‘culture-free zones’ around CGL work sites.

CGL is also asking Sleydo’ to provide documentation to “prove” she is Wet’suwet’en, and is seeking conditions that would bar her from returning to her home on Wet’suwet’en Yintah where her, her husband Cody Merriman (Haida nation, who was also arrested), and her three children live. CGL is also challenging Chief Woos’s daughter Jocelyn Alec’s status as a Wet’suwet’en person because she has Indian Act status with her mother’s First Nation. The Indian Act is patriarchal and does not determine identity or belonging to a community.

According to Jen Wickham, media coordinator of Gidimt’en Checkpoint: “Coastal GasLink’s proposed conditions of release are punitive, unreasonable and, in targeting Sleydo’ and Jocelyn, completely racist and sexist. Allowing a private corporation to determine two Indigenous womens’ identities and allowing this corporation to deny our inherent rights to be Wet’suwet’en on our territory is a very dangerous precedent. This is the colonial gendered violence that is the root of the crisis of MMIWG2S. Even though Coastal GasLink is trying to intimidate us through the colonial court system, we are Wet’suwet’en Strong. Under the governance of our Hereditary Chiefs, there will be no pipeline on our Yintah.”

In granting an injunction to Coastal GasLink, Justice Church recognized that the Wet’suwet’en are “posing significant constitutional questions” but said that “this is not the venue for that analysis.” However, the 1997 Supreme Court of Canada Delgamuukw-Gisdaywa ruling clearly affirmed that Aboriginal title – the right to exclusively use and occupy land – has never been extinguished across 55,000 square kilometers of Wet’suwet’en and Gitxsan territories.

States Grand Chief Stewart Phillip, President of the Union of BC Indian Chiefs: “Industry’s reliance on the racist and oppressive legal weapon of injunctions is a way to maintain the continued dispossession and criminalization of Indigenous peoples. Indigenous peoples should not have to comply with industry and government decisions that deny our Indigenous rights. By dragging us through court and using injunctions against us, our Indigenous rights are being violated and are given less consideration than climate-destroying corporations. We are calling for the release of all Wet’suwet’en land defenders, and for BC and Canada to uphold Indigenous Title and Rights and institute a moratorium on fossil fuel expansion in the wake of clear and present climate catastrophe – including LNG which is not clean energy and is a non-renewable fossil fuel.”

For more information and developing story, please visit yintahaccess.com

Anarchist thinkers

Anarchist thinkers

This story first appeared in Building a Revolutionary Movement

By Adam H

This post briefly describes 25 anarchist thinkers, following on from the political ideology post. I took the list of anarchist thinkers from ‘Demanding the Impossible: A History of Anarchism’ by Peter Marshall.

William Godwin

William Godwin (1756-1836) is said to be the founder of philosophical anarchism. In his book An Enquiry Concerning Political Justice (1793), he argued that “government is a corrupting force in society, perpetuating dependence and ignorance, but that it will be rendered increasingly unnecessary and powerless by the gradual spread of knowledge and the expansion of the human understanding. Politics will be displaced by an enlarged personal morality as truth conquers error and mind subordinates matter. In this development the rigorous exercise of private judgment, and its candid expression in public discussion, plays a central role, motivating his rejection of a wide range of co-operative and rule-governed practices which he regards as tending to mental enslavement, such as law, private property, marriage and concerts.”

Inspired by the optimism of the French Revolution, Godwin believed a time would come when the mind would dominate matter so ‘mental perfectibility’ would take physical form so it would be possible to control illness, ageing resulting in humans becoming immortal. Godwin’s moral theory is described as utilitarian. [1]

Max Stirner

Max Stirner (1806–1856) is the author of Der Einzige und sein Eigenthum (1844). In English, it is known as The Ego and Its Own or The Unique Individual and their Property. It is argued that “the form and content of Stirner’s major work are disconcerting. He challenges expectations about how political and philosophical arguments should be conducted and shakes the reader’s confidence in the moral and political superiority of contemporary civilisation. Stirner provides a sweeping attack on the modern world as increasingly dominated by “religious” modes of thought and oppressive social institutions, together with a much briefer sketch of a radical “egoistic” alternative in which individual autonomy might flourish. The historical impact of The Ego and Its Own is sometimes difficult to assess, but Stirner’s work can confidently be said: to have had an immediate and destructive impact on the left-Hegelian movement; to have played an important contemporary role in the intellectual development of Karl Marx (1818–1883); and subsequently to have influenced significantly the political tradition of individualist anarchism.” [2]

Pierre-Joseph Proudhon

Pierre-Joseph Proudhon (1809 – 1865) was a French socialist, politician, philosopher, economist and the founder of mutualist philosophy. He was the first person to describe himself as an anarchist and is a very influential anarchist thinker, with some describing him as the ‘father of anarchism’.

“Proudhon became a member of the French Parliament after the Revolution of 1848, whereafter he referred to himself as a federalist. Proudhon described the liberty he pursued as “the synthesis of communism and property”. Some consider his mutualism to be part of individualist anarchism while others regard it to be part of social anarchism.

His first major work was What Is Property? (1840), where is asserted that ‘property is theft’. His work interested Karl Marx and they become friends. This ended with their disagreement over Proudhon’s The System of Economic Contradictions, or The Philosophy of Poverty (1846).

Proudhon advocated workers’ councils, associations and cooperatives, plus individual worker/peasant possession over private ownership or the nationalisation of land and workplaces. He believed social revolution was achievable peacefully. “Proudhon unsuccessfully tried to create a national bank, to be funded by what became an abortive attempt at an income tax on capitalists and shareholders. Similar in some respects to a credit union, it would have given interest-free loans.” [3]

Michael Bakunin

Mikhail Bakunin (1814 – 1976) was a Russian revolutionary anarchist, socialist and founder of collectivist anarchism. He is also a very influential anarchist and believed to be the founder of the revolutionary socialist and social anarchist traditions.

His revolutionary politics caused him to move between several countries, be deported from Germany and be imprisoned in Russia. He joined the International Worker Men’s Association and led the anarchist faction. There was a conflict between Bakunin and Marx, with the latter arguing for the use of the state to introduce socialism. “Bakunin and the anarchist faction argued for the replacement of the state by federations of self-governing workplaces and communes.” The anarchists lost the conflict and Bakunin was expelled from the International. Bakunin founded the Anti-Authoritarian International in 1872. From 1870 Bakunin wrote several texts on the State, anarchism and God. He was also involved in several European movements including insurrections in France and Italy.

Bakunin is believed to have “had a significant influence on thinkers such as Peter Kropotkin, Errico Malatesta, Herbert Marcuse, E. P. Thompson, Neil Postman and A. S. Neill as well as syndicalist organizations such as the Wobblies, the anarchists in the Spanish Civil War and contemporary anarchists involved in the modern-day anti-globalization movement.” [4]

Peter Kropotkin

Pyotr Alexeyevich Kropotkin (184 – 1921) was a “Russian anarchist, socialist, revolutionary, economist, sociologist, historian, zoologist, political scientist, human geographer and philosopher who advocated anarcho-communism. He was also an activist, essayist, researcher and writer.”

“Born into an aristocratic land-owning family, Kropotkin attended a military school and later served as an officer in Siberia, where he participated in several geological expeditions. He was imprisoned for his activism in 1874 and managed to escape two years later. He spent the next 41 years in exile in Switzerland, France (where he was imprisoned for almost four years) and England. While in exile, he gave lectures and published widely on anarchism and geography. Kropotkin returned to Russia after the Russian Revolution in 1917, but he was disappointed by the Bolshevik state.”

“Kropotkin was a proponent of a decentralised communist society free from central government and based on voluntary associations of self-governing communities and worker-run enterprises. He wrote many books, pamphlets and articles, the most prominent being The Conquest of Bread and Fields, Factories and Workshops, but also Mutual Aid: A Factor of Evolution, his principal scientific offering. He contributed the article on anarchism to the Encyclopædia Britannica Eleventh Edition[14] and left unfinished a work on anarchist ethical philosophy.” [5]

Élisée Reclus

Jacques Élisée Reclus (1830 – 1905) “was a renowned French geographer, writer and anarchist. He produced his 19-volume masterwork, La Nouvelle Géographie universelle, la terre et les hommes (‘Universal Geography’), over a period of nearly 20 years (1875–1894). In 1892 he was awarded the Gold Medal of the Paris Geographical Society for this work, despite having been banished from France because of his political activism. Reclus advocated nature conservation and opposed meat-eating and cruelty to animals. He was a vegetarian. As a result, his ideas are seen by some historians and writers as anticipating the modern social ecology and animal rights movements.” [6]

Errico Malatesta

Errico Malatesta (14 December 1853 – 22 July 1932) “was an Italian anarchist and revolutionary socialist. He spent much of his life exiled from Italy and in total spent more than ten years in prison. Malatesta wrote and edited a number of radical newspapers and was also a friend of Mikhail Bakunin.”

It has been described that Malatesta had a two-part strategy by the start of the nineteenth century. First, the unification of the anarchist and anti-parliamentary socialists into a new anarchist socialist party as anarchism was a minority movement on the Italian left. The other part was to advocate a syndicalist strategy to encourage socialists into insurrections and to maintain their revolutionary conscience. Malatesta’s form of anarchist communism can be described as ‘anarchism without adjectives’.

Others describe Malatesta’s form of anarchism to be ‘anarchist socialism’, which promoted the socialist character of anarchism and the need for anarchists to regain contact with workers, especially through the labour movement. [7]

Leo Tolstoy

Count Lev Nikolayevich Tolstoy (1828 – 1910) was a Russian writer who is regarded as one of the greatest authors of all time. Born into an aristocratic Russian family and best known for the novels War and Peace (1869) and Anna Karenina (1878).

“In the 1870s, Tolstoy experienced a profound moral crisis, followed by what he regarded as an equally profound spiritual awakening, as outlined in his non-fiction work A Confession (1882). His literal interpretation of the ethical teachings of Jesus, centering on the Sermon on the Mount, caused him to become a fervent Christian anarchist and pacifist. His ideas on nonviolent resistance, expressed in such works as The Kingdom of God Is Within You (1894), had a profound impact on such pivotal 20th-century figures as Mahatma Gandhi and Martin Luther King Jr. He also became a dedicated advocate of Georgism, the economic philosophy of Henry George, which he incorporated into his writing, particularly Resurrection (1899).” [8]

Josiah Warren

Josiah Warren (1798 – 1874) “was an American utopian socialist, individualist philosopher, polymath, social reformer, inventor, musician, printer and author. He is regarded by some as the first American anarchist (although Warren never used the term anarchism himself) and the four-page weekly paper he edited during 1833, The Peaceful Revolutionist, the first anarchist periodical published, was an enterprise for which he built his own printing press, cast his own type, and made his own printing plates.” [9]

Lysander Spooner

Lysander Spooner (1808 – 1887) “was an American individualist anarchist. He was also an abolitionist, entrepreneur, essayist, legal theorist, pamphletist, political philosopher, Unitarian, writer and a member of the First International. Spooner was a strong advocate of the labor movement and anti-authoritarian and individualist anarchist in his political views. His economic and political ideology has usually been identified as libertarian socialism and mutualism. His writings contributed to the development of both left-libertarian and right-libertarian political theory within libertarianism in the United States. Spooner’s writings include the abolitionist book The Unconstitutionality of Slavery and No Treason: The Constitution of No Authority, which opposed treason charges against secessionists. Spooner is also known for competing with the Post Office with his American Letter Mail Company. However, it was closed after legal problems with the federal government.” [10]

Benjamin Tucker

Benjamin Ricketson Tucker (1854 – 1939) “was an American anarchist and libertarian socialist. A 19th-century proponent of individualist anarchism which he called “unterrified Jeffersonianism”, Tucker was the editor and publisher of the American individualist anarchist periodical Liberty (1881–1908) as well as a member of the socialist First International. Tucker harshly opposed state socialism and was a supporter of libertarian socialism which he termed anarchist or anarchistic socialism as well as a follower of mutualism. He connected the classical economics of Adam Smith and the Ricardian socialists as well as that of Josiah Warren, Karl Marx and Pierre-Joseph Proudhon to socialism. Later in his life, Tucker converted to Max Stirner’s egoism.” [11]

Adin Ballou

Adin Ballou (1803 – 1890) “was an American proponent of Christian nonresistance, Christian anarchism and socialism, abolitionism, and the founder of the Hopedale Community. Through his long career as a Universalist and Unitarian minister, he tirelessly advocated for the immediate abolition of slavery, the principles of Christian anarcho-socialism, and promoted the nonviolent theory of praxis (or moral suasion) in his prolific writings. Such writings drew the admiration of Leo Tolstoy, who frequently cited Ballou as a major influence on his theological and political ideology in his non-fiction texts like The Kingdom of God is Within You, along with sponsoring Russian translations of some of Ballou’s works. As well as heavily inspiring Tolstoy, Ballou’s Christian anarchist and nonresistance ideals in texts like Practical Christianity were passed down from Tolstoy to Mahatma Gandhi, contributing not only to the nonviolent resistance movement in the Russian Revolution led by the Tolstoyans, but also Gandhi’s early thinkings on the nonviolent theory of praxis and the development of his first ashram, the Tolstoy Farm. In a recent publication, American philosopher and anarchist Crispin Sartwell wrote that the works by Ballou and his other Christian anarchist contemporaries like William Lloyd Garrison directly influenced Gandhi and Martin Luther King Jr., as well.” [12]

John Humphrey Noyes

John Humphrey Noyes (1811 – 1886) “was an American preacher, radical religious philosopher, and utopian socialist. He founded the Putney, Oneida and Wallingford Communities, and is credited with coining the term ‘complex marriage’.” [13]

Voltairine de Cleyre

Voltairine de Cleyre (1866 – 1912) “was an American anarchist known for being a prolific writer and speaker who opposed capitalism, marriage and the state as well as the domination of religion over sexuality and women’s lives which she saw as all interconnected. She is often characterized as a major early feminist because of her views. Born and raised in small towns in Michigan and schooled in a Sarnia, Ontario, Catholic convent, de Cleyre began her activist career in the freethought movement. Although she was initially drawn to individualist anarchism, de Cleyre evolved through mutualism to what she called anarchism without adjectives, prioritizing a stateless society without the use of aggression or coercion above all else. De Cleyre was a contemporary of Emma Goldman, with whom she maintained a relationship of respectful disagreement on many issues. Many of de Cleyre’s essays were collected in the Selected Works of Voltairine de Cleyre, published posthumously by Goldman’s magazine Mother Earth in 1914.” [14]

Emma Goldman

Emma Goldman (1869 – 1940) “was an anarchist political activist and writer. She played a pivotal role in the development of anarchist political philosophy in North America and Europe in the first half of the 20th century. Goldman was born in Russia and emigrated to the US in 1995. She was attracted to anarchism after the Chicago Haymarket affair and became a write and lecturer on anarchist philosophy, women’s rights and social issues. Goldman and Alexander Berkman attempted to assassinate financier Henry Clay Frick, as an act of propaganda of the deed. It was unsuccessful and Berkman served 14 years in prison. Goldman was imprisoned several times for ‘inciting riots’ and illegally distributing information on birth control. Goldman founded the anarchist journal Mother Earth in 1906. In 1917, Goldman and Berkman were given two-year prison sentences for encouraging people to avoid the First World War draft. Once released they were arrested again and along with 248 others were deported to Russia.

Goldman was initially supportive of the Russian Revolution but following the Kronstadt rebellion, she denounced the Soviet Union for its violent repression of opposing voices. She left the Soviet Union in 1923 and wrote about her experiences. In the 1930’s Goldman moved between England, Canada, France and Spain and wrote her autobiography.

“During her life, Goldman was lionized as a freethinking rebel woman’ by admirers, and denounced by detractors as an advocate of politically motivated murder and violent revolution. Her writing and lectures spanned a wide variety of issues, including prisons, atheism, freedom of speech, militarism, capitalism, marriage, free love, and homosexuality. Although she distanced herself from first-wave feminism and its efforts toward women’s suffrage, she developed new ways of incorporating gender politics into anarchism. After decades of obscurity, Goldman gained iconic status in the 1970s by a revival of interest in her life, when feminist and anarchist scholars rekindled popular interest.” [15]

Alexander Berkman

Alexander Berkman (1870 – 1936) “was a Russian-American anarchist and author. He was a leading member of the anarchist movement in the early 20th century, famous for both his political activism and his writing. Berkman was born in Vilna in the Russian Empire (present-day Vilnius, Lithuania) and immigrated to the United States in 1888. He lived in New York City, where he became involved in the anarchist movement. He was the one-time lover and lifelong friend of anarchist Emma Goldman. In 1892, undertaking an act of propaganda of the deed, Berkman made an unsuccessful attempt to assassinate businessman Henry Clay Frick during the Homestead strike, for which he served 14 years in prison. His experience in prison was the basis of his first book, Prison Memoirs of an Anarchist. After his release from prison, Berkman served as editor of Goldman’s anarchist journal, Mother Earth, and later established his own journal, The Blast. In 1917, Berkman and Goldman were sentenced to two years in jail for conspiracy against the newly instated draft. After their release from prison, they were arrested—along with hundreds of others—and deported to Russia. Initially supportive of that country’s Bolshevik revolution, Berkman and Goldman soon became disillusioned, voicing their opposition to the Soviets’ use of terror after seizing power and their repression of fellow revolutionaries. They left the Soviet Union in late 1921, and in 1925 Berkman published a book about his experiences, The Bolshevik Myth.

While living in France, Berkman continued his work in support of the anarchist movement, producing the classic exposition of anarchist principles, Now and After: The ABC of Communist Anarchism. Suffering from ill health, Berkman committed suicide in 1936.” [16]

Gustav Landauer

Gustav Landauer (1870 – 1919) “was one of the leading theorists on anarchism in Germany at the end of the 19th and the beginning of the 20th century. He was an advocate of social anarchism and an avowed pacifist. In 1919, he was briefly Commissioner of Enlightenment and Public Instruction of the short-lived Bavarian Soviet Republic during the German Revolution of 1918–1919. He was killed when this republic was overthrown. Landauer is also known for his study of metaphysics and religion, and his translations of William Shakespeare’s works into German.” [17]

Johann Most

Johann Joseph “Hans” Most (1846 – 1906) was a German-American Social Democratic and then anarchist politician, newspaper editor, and orator. He is credited with popularizing the concept of ‘propaganda of the deed‘.”

In Germany, he edited several revolutionary socialist newspapers. He argued against patriotism, conventional religion and advocated violent action to bring about revolutionary change. He was forced to leave Germany and moved to France, then London. He founded a new anarchist newspaper there. He was imprisoned by the British state for 18 months for writing about his delight of the assassination of Alexander II of Russia. Following his release, he moved to the US. He continued publishing his newspaper in New York and was imprisoned there too for supporting the assassination of US President McKinley. [18]

Rudolf Rocker

Johann Rudolf Rocker (1873 – 1958) was a German anarchist writer and activist. Some describe him as an anarcho-syndicalist, he described himself as an anarchist without adjectives. He believed that anarchist schools of thought represented “different methods of economy” with the main aim for anarchists was “to secure the personal and social freedom of men”.

As a young man, he joined the SPD and was part of the German labour movement. He was a follower of Bakunin, a revolutionary, radical leftist and anti-Marxist. Rocker moved around Europe in the early twentieth century. He became a regular writer for a syndicalist publication and was part of the 1920 international syndicalist conference that led to the founding of the International Workers Association (IWA) in 1922. Rocker returned to Germany in 1926 and was concerned by the rise of nationalism and fascism. He was later exiled from Nazi Germany.

Rocker published a well-known text, ‘In Pioneers of American Freedom’, “a series of essays, he details the history of liberal and anarchist thought in the United States, seeking to debunk the idea that radical thought was foreign to American history and culture and had merely been imported by immigrants.” [19]

Mohandas Gandhi

Mohandas Karamchand Gandhi (1869-1948) “was an Indian lawyer, anti-colonial nationalist and political ethicist who employed nonviolent resistance to lead the successful campaign for India’s independence from British rule and in turn to inspire movements for civil rights and freedom across the world.

Born and raised in a Hindu family in coastal Gujarat, Gandhi trained in the law at the Inner Temple, London, and was called to the bar at age 22 in June 1891. After two uncertain years in India, where he was unable to start a successful law practice, he moved to South Africa in 1893 to represent an Indian merchant in a lawsuit. He went on to live in South Africa for 21 years. It was here that Gandhi raised a family and first employed nonviolent resistance in a campaign for civil rights. In 1915, aged 45, he returned to India. He set about organising peasants, farmers, and urban labourers to protest against excessive land-tax and discrimination. Assuming leadership of the Indian National Congress in 1921, Gandhi led nationwide campaigns for easing poverty, expanding women’s rights, building religious and ethnic amity, ending untouchability, and above all for achieving swaraj or self-rule.

Also in 1921, Gandhi adopted the use of a short dhoti woven with hand-spun yarn as a mark of identification with India’s rural poor. He began to live in a self-sufficient residential community and to eat simple food; he undertook long fasts as a means of both introspection and political protest. Bringing anti-colonial nationalism to the common Indians, Gandhi led them in challenging the British-imposed salt tax with the 400 km (250 mi) Dandi Salt March in 1930 and in calling for the British to quit India in 1942. He was imprisoned many times and for many years in both South Africa and India.

Gandhi’s vision of an independent India based on religious pluralism was challenged in the early 1940s by a Muslim nationalism which demanded a separate homeland for Muslims within British India. In August 1947, Britain granted independence, but the British Indian Empire was partitioned into two dominions, the Hindu-majority India and the Muslim-majority Pakistan. As many displaced Hindus, Muslims, and Sikhs made their way to their new lands, religious violence broke out, especially in the Punjab and Bengal. Abstaining from the official celebration of independence in Delhi, Gandhi visited the affected areas, attempting to alleviate distress. In the months following, he undertook several hunger strikes to stop the religious violence. The last of these, begun on 12 January 1948 when he was 78, also had the indirect goal of pressuring India to pay out some cash assets owed to Pakistan. Some Indians thought Gandhi was too accommodating to Pakistan. Among them was Nathuram Godse, a Hindu nationalist who assassinated Gandhi on 30 January 1948 by firing three bullets into his chest.” [20]

Herbert Read

Sir Herbert Edward Read, DSO, MC (1893 – 1968) “was an English art historian, poet, literary critic and philosopher, best known for numerous books on art, which included influential volumes on the role of art in education. Read was co-founder of the Institute of Contemporary Arts. As well as being a prominent English anarchist, he was one of the earliest English writers to take notice of existentialism.

Politically, Read considered himself an anarchist, albeit in the English quietist tradition of Edward Carpenter and William Morris. Nevertheless, in 1953 he accepted a knighthood for “services to literature”; this caused Read to be ostracized by most of the anarchist movement. Read was actively opposed to the Franco regime in Spain, and often campaigned on behalf of political prisoners in Spain.

Dividing Read’s writings on politics from those on art and culture is difficult, because he saw art, culture and politics as a single congruent expression of human consciousness. His total work amounts to over 1,000 published titles.

Read’s book ‘To Hell With Culture’ deals specifically with his disdain for the term culture and expands on his anarchist view of the artist as artisan, as well as presenting a major analysis of the work of Eric Gill. It was republished by Routledge in 2002.” [21]

Alex Comfort

Alexander Comfort (1920 – 2000) “was a British scientist and physician known best for his nonfiction sex manual, The Joy of Sex (1972). He was an author of both fiction and nonfiction, as well as a gerontologist, anarchist, pacifist, and conscientious objector.

A pacifist, Comfort considered himself “an aggressive anti-militarist”, and he believed that pacifism rested “solely upon the historical theory of anarchism”.

Comfort was an active member of the Peace Pledge Union (PPU) and Campaign for Nuclear Disarmament, and a conscientious objector in World War II. In 1951 Comfort was a signatory of the Authors’ World Peace Appeal, but later resigned from its committee, claiming the AWPA had become dominated by Soviet sympathisers. Later in the decade he actively endorsed both the Direct Action Committee against Nuclear War, 1957, and the Committee of 100, 1960. Comfort was imprisoned for a month, with Bertrand Russell and other leading members of the Committee of 100, for refusing to be bound not to continue organising the Parliament Square/Trafalgar Square protest of 17 September 1961.

Among the publications by Comfort concerning anarchism is ‘Peace and Disobedience’ (1946), one of many pamphlets he wrote for Peace News and PPU, and ‘Authority and Delinquency in the Modern State’ (1950). He exchanged public correspondence with George Orwell defending pacifism in the open letter/poem, “Letter to an American Visitor”, under the pseudonym “Obadiah Hornbrooke”. Comfort’s book ‘The Joy of Sex’ (1972) earned him worldwide fame and $3 million. But he was unhappy to become known as “Dr. Sex” and to have his other works given so little attention.” [22]

Paul Goodman

Paul Goodman (1911–1972) “was an American author and public intellectual best known for his 1960s works of social criticism. Goodman was prolific across numerous literary genres and non-fiction topics, including the arts, civil rights, decentralization, democracy, education, media, politics, psychology, technology, urban planning, and war. As a humanist and self-styled man of letters, his works often addressed a common theme of the individual citizen’s duties in the larger society, and the responsibility to exercise autonomy, act creatively, and realize one’s own human nature.

Born to a Jewish family in New York City, Goodman was raised by his aunts and sister and attended City College of New York. As an aspiring writer, he wrote and published poems and fiction before receiving his doctorate from the University of Chicago. He returned to writing in New York City and took sporadic magazine writing and teaching jobs, several of which he lost for his outward bisexuality and World War II draft resistance. Goodman discovered anarchism and wrote for libertarian journals. His radicalism was rooted in psychological theory. He co-wrote the theory behind Gestalt therapy based on Wilhelm Reich’s radical Freudianism and held psychoanalytic sessions through the 1950s while continuing to write prolifically.

His 1960 book of social criticism, Growing Up Absurd, established his importance as a mainstream cultural theorist. Goodman became known as “the philosopher of the New Left” and his anarchistic disposition was influential in 1960s counterculture and the free school movement. Despite being the foremost American intellectual of non-Marxist radicalism in his time, his celebrity did not endure far beyond his life. Goodman is remembered for his utopian proposals and principled belief in human potential.” [23]

Murray Bookchin

Murray Bookchin (1921 – 2006) “was an American communalist, political philosopher, trade-union organizer, and educator. A pioneer in the environmental movement, Bookchin formulated and developed the theory of social ecology and urban planning, within anarchist, libertarian socialist, and ecological thought. He was the author of two dozen books covering topics in politics, philosophy, history, urban affairs, and social ecology. Among the most important were ‘Our Synthetic Environment’ (1962), ‘Post-Scarcity Anarchism’ (1971), ‘The Ecology of Freedom’ (1982) and ‘Urbanization Without Cities’ (1987). In the late 1990s, he became disenchanted with what he saw as an increasingly apolitical ‘lifestylism’ of the contemporary anarchist movement, stopped referring to himself as an anarchist, and founded his own libertarian socialist ideology called communalism, which seeks to reconcile Marxist and anarchist thought.

Bookchin was a prominent anti-capitalist and advocate of social decentralization along ecological and democratic lines. His ideas have influenced social movements since the 1960s, including the New Left, the anti-nuclear movement, the anti-globalization movement, Occupy Wall Street, and more recently, the democratic confederalism of Rojava. He was a central figure in the American green movement and the Burlington Greens.” [24]

Noam Chomsky

Avram Noam Chomsky (born 1928) “is an American linguist, philosopher, cognitive scientist, historian, social critic, and political activist. Sometimes called ‘the father of modern linguistics’, Chomsky is also a major figure in analytic philosophy and one of the founders of the field of cognitive science. He is Laureate Professor of Linguistics at the University of Arizona and Institute Professor Emeritus at the Massachusetts Institute of Technology (MIT), and is the author of more than 150 books on topics such as linguistics, war, politics, and mass media. Ideologically, he aligns with anarcho-syndicalism and libertarian socialism.

Born to Jewish immigrants in Philadelphia, Chomsky developed an early interest in anarchism from alternative bookstores in New York City. He studied at the University of Pennsylvania. During his postgraduate work in the Harvard Society of Fellows, Chomsky developed the theory of transformational grammar for which he earned his doctorate in 1955. That year he began teaching at MIT, and in 1957 emerged as a significant figure in linguistics with his landmark work Syntactic Structures, which played a major role in remodelling the study of language. From 1958 to 1959 Chomsky was a National Science Foundation fellow at the Institute for Advanced Study. He created or co-created the universal grammar theory, the generative grammar theory, the Chomsky hierarchy, and the minimalist program. Chomsky also played a pivotal role in the decline of linguistic behaviorism, and was particularly critical of the work of B. F. Skinner.

An outspoken opponent of U.S. involvement in the Vietnam War, which he saw as an act of American imperialism, in 1967 Chomsky rose to national attention for his anti-war essay “The Responsibility of Intellectuals”. Becoming associated with the New Left, he was arrested multiple times for his activism and placed on President Richard Nixon’s Enemies List. While expanding his work in linguistics over subsequent decades, he also became involved in the linguistics wars. In collaboration with Edward S. Herman, Chomsky later articulated the propaganda model of media criticism in Manufacturing Consent and worked to expose the Indonesian occupation of East Timor. His defense of unconditional freedom of speech, including that of Holocaust denial, generated significant controversy in the Faurisson affair of the 1980s. Since retiring from active teaching at MIT, he has continued his vocal political activism, including opposing the 2003 invasion of Iraq and supporting the Occupy movement. Chomsky began teaching at the University of Arizona in 2017.

One of the most cited scholars alive, Chomsky has influenced a broad array of academic fields. He is widely recognized as having helped to spark the cognitive revolution in the human sciences, contributing to the development of a new cognitivistic framework for the study of language and the mind. In addition to his continued scholarship, he remains a leading critic of U.S. foreign policy, neoliberalism and contemporary state capitalism, the Israeli–Palestinian conflict, and mainstream news media. Chomsky and his ideas are highly influential in the anti-capitalist and anti-imperialist movements.” [25]

Endnotes

  1. https://plato.stanford.edu/entries/godwin/
  2. https://plato.stanford.edu/entries/max-stirner/
  3. https://en.wikipedia.org/wiki/Pierre-Joseph_Proudhon
  4. https://en.wikipedia.org/wiki/Mikhail_Bakunin
  5. https://en.wikipedia.org/wiki/Peter_Kropotkin
  6. https://en.wikipedia.org/wiki/%C3%89lis%C3%A9e_Reclus
  7. https://en.wikipedia.org/wiki/Errico_Malatesta
  8. https://en.wikipedia.org/wiki/Leo_Tolstoy
  9. https://en.wikipedia.org/wiki/Josiah_Warren
  10. https://en.wikipedia.org/wiki/Lysander_Spooner
  11. https://en.wikipedia.org/wiki/Benjamin_Tucker
  12. https://en.wikipedia.org/wiki/Adin_Ballou
  13. https://en.wikipedia.org/wiki/John_Humphrey_Noyes
  14. https://en.wikipedia.org/wiki/Voltairine_de_Cleyre
  15. https://en.wikipedia.org/wiki/Emma_Goldman
  16. https://en.wikipedia.org/wiki/Alexander_Berkman
  17. https://en.wikipedia.org/wiki/Gustav_Landauer
  18. https://en.wikipedia.org/wiki/Johann_Most
  19. https://en.wikipedia.org/wiki/Rudolf_Rocker
  20. https://en.wikipedia.org/wiki/Mahatma_Gandhi
  21. https://en.wikipedia.org/wiki/Herbert_Read
  22. https://en.wikipedia.org/wiki/Alex_Comfort
  23. https://en.wikipedia.org/wiki/Paul_Goodman
  24. https://en.wikipedia.org/wiki/Murray_Bookchin
  25. https://en.wikipedia.org/wiki/Noam_Chomsky
Electric Vehicles: Back to the Future? [Part 2/2]

Electric Vehicles: Back to the Future? [Part 2/2]

By Frédéric Moreau

Read Part 1 of this article here.

While the share of solar and wind power is tending to increase, overall energy consumption is rising from all sources — development, demography (a taboo subject that has been neglected for too long), and new uses, such as digital technology in all its forms (12% of the electricity consumed in France, and 3% worldwide, a figure that is constantly rising, with digital technology now emitting more CO2 than air transport⁴⁴). Digital technology also competes with vehicles, especially electric ones, in terms of the consumption of metals and rare earths. This is perfectly logical since the renewable energy industry, and to a lesser extent the hydroelectric industry (dams), requires oil, coal and gas upstream to manufacture the equipment. Solar panels look indeed very clean once installed on a roof or in a field and which will later produce so-called “green” electricity.

We almost systematically forget, for example, the 600 to 1,500 tons of concrete for the wind turbine base, often not reused (change of model or technology during its lifespan, lack of financing to dismantle it, etc.), which holds these towers in place. Concrete that is also difficult to recycle without new and consequent energy expenditures, or even 5,000 tons for offshore wind turbines⁴⁵. Even hydrogen⁴⁶, which inveterate techno-futurists are now touting as clean and an almost free unlimited energy of tomorrow, is derived from natural gas and therefore from a fossil fuel that emits CO2.  Because on Earth, unlike in the Sun, hydrogen is not a primary energy, i.e. an energy that exists in its natural state like wood or coal and can be exploited almost immediately. Not to mention that converting one energy into another always causes a loss (due to entropy and the laws of thermodynamics; physics once again preventing us from dreaming of the mythical 100% clean, 100% recyclable and perpetual motion).

Consequently oil consumption, far from falling as hoped, has instead risen by nearly 15% in five years from 35 billion barrels in 2014 to 40 billion in 2019⁴⁷. Moreover, industry and services cannot resign themselves to the randomness of the intermittency inherent in renewable energies. We cannot tell a driver to wait for the sun to shine or for the wind to blow again, just as the miller in bygone days waited for the wind to grind the wheat, to charge the batteries of his ZOE. Since we can hardly store it in large quantities, controllable electricity production solutions are still essential to take over.

Jean-Marc Jancovici⁴⁸, an engineer at the École des Mines, has calculated that in order to charge every evening for two hours the 32 million electric cars, that will replace the 32 million thermal cars in the country⁴⁹, the current capacity of this electricity available on demand would have to be increased sevenfold from 100GW to 700GW. Thus instead of reducing the number of the most polluting installations or those considered rightly or wrongly (rather rightly according to the inhabitants of Chernobyl, Three Miles Island and Fukushima) potentially dangerous by replacing them with renewable energy production installations, we would paradoxically have to increase them. These “green” facilities are also much more material-intensive (up to ten times more) per kWh produced than conventional thermal power plants⁵⁰, especially for offshore wind turbines which require, in addition to concrete, kilometers of additional large cables. Moreover the nuclear power plants (among these controllable facilities) cooling, though climate change, are beginning to be made problematic for those located near rivers whose flow is increasingly fluctuating. And those whose water, even if it remains abundant, may be too hot in periods of heat wave to fulfill its intended purpose, sometimes leading to their temporary shutdown⁵¹. This problem will also be found with many other power plants, such as those located in the United States and with a number of hydroelectric dams⁵². The disappearance of glaciers threaten their water supply, as is already the case in certain regions of the world.

After this overview, only one rational conclusion can be drawn, namely that we did not ask ourselves the right questions in the first place. As the historian Bernard Fressoz⁵³ says, “the choice of the individual car was probably the worst that our societies have ever made”. However, it was not really a conscious and deliberate “choice” but a constraint imposed on the population by the conversion of the inventors/artisans of a still incipient automobile sector, whose limited production was sold to an equally limited wealthy clientele. The first cars being above all big toys for rich people who liked the thrills of real industrialists. Hand in hand with oil companies and tire manufacturers, they rationalized production by scrupulously applying Taylorist recipes and developed assembly lines such as Ford’s Model T in 1913. They then made cars available to the middle classes and over the decades created the conditions of compulsory use we know today.

Streetcars awaiting destruction. Photo: Los Angeles Times photographic archive.

It is this same trio (General Motors, Standard Oil and Firestone mainly, as well as Mack Truck and Phillips Petroleum) that was accused and condemned in 1951 by the Supreme Court of the United States of having conscientiously destroyed the streetcar networks and therefore electric public transport. They did so by taking advantage after the 1929 crash, of the “godsend” of the Great Depression, which weakened the dozens of private companies that ran them. Discredited and sabotaged in every conceivable way — including unfair competition, corruption of elected officials and high ranking civil servants, and recourse to mafia practices — streetcars were replaced first by buses, then by cars⁵⁴. This was done against a backdrop of ideological warfare, that began decades before the “official” Cold War, which an equally official History tells us about: socialist collectivism — socialist and anarchist ideas, imported at the end of the nineteenth century by immigrants from Europe and Russia, deemed subversive because they hindered the pursuit of private interests legitimized by Protestantism — countered, with the blessing of the State, by liberal individualism. This unbridled liberalism of a country crazing for the “no limits” way was also to promote the individual house of an “American dream” made possible by the private car, which explains so well the American geography of today, viable only thanks to fossil fuels⁵⁵.

Today not many people are aware of this, and very few people in the United States remember, that city dwellers did not want cars there. They were accused of monopolizing public space, blamed for their noise and bad odors. Frightened by their speed and above all they were dangerous for children who used to play in the streets. Monuments to those who lost their lives under their wheels were erected during demonstrations gathering thousands of people as a painful reminder⁵⁶. In Switzerland the canton of Graubünden banned motorized traffic throughout its territory at the beginning of the nineteenth century. It was only after quarter of a century later, after ten popular votes confirming the ban, that it was finally lifted⁵⁷.

Left: Car opposition poster for the January 18th, 1925, vote in the canton of Graubünden, Switzerland. Right: Saint-Moritz, circa 1920. Photo: Sammlung Marco Jehli, Celerina.

The dystopia feared by the English writer George Orwell in his book 1984 was in fact already largely underway at the time of its writing as far as the automobile is concerned. In fact by deliberately concealing or distorting historical truths, although they have been established for a long time and are very well documented, it is confirmed that “Who controls the past controls the future: who controls the present controls the past.” A future presented as inescapable and self-evident, which is often praised in a retroactive way, because when put in the context of the time, the reticence was nevertheless enormous⁵⁸. A future born in the myth of a technical progress, also far from being unanimously approved,  in the Age of Enlightenment. The corollary of this progress would be the permanent acquisition of new, almost unlimited, material possessions made accessible by energy consumption-based mass production and access to leisure activities that also require infrastructures to satisfy them. International tourism, for example, is by no means immaterial, which we should be aware of when we get on a metallic plane burning fossil fuel and stay in a concrete hotel.

With the electric car, it is not so much a question of “saving the planet” as of saving one’s personal material comfort, which is so important today, and above all of saving the existing economic model that is so successful and rewarding for a small minority. This minority has never ceased, out of self-interest, to confuse the end with the means by equating freedom of movement with the motorization of this very movement.

The French Minister of the Economy and Finance, Bruno Le Maire declared before the car manufacturers that “car is freedom⁵⁹”. Yet this model is built at best on the syllogism, at worst on the shameless and deliberate lie of one of the founders of our modern economy, the Frenchman Jean-Baptiste.  He said: “Natural resources are inexhaustible, for without them we would not obtain them for free. Since they can neither be multiplied nor exhausted, they are not the object of economic science⁶⁰“. This discipline, which claims to be a science while blithely freeing itself from the constraints of the physical environment of a finite world, that should for its part submit to its theories nevertheless by exhausting its supposedly inexhaustible resources and destroying its environment. The destruction of biodiversity and its ten-thousand-years-old climatic stability, allowed the automobile industries to prosper for over a century. They have built up veritable financial empires, allowing them to invest massively in the mainstream media which constantly promote the car, whether electric or not, placing them in the permanent top three of advertisers.

To threaten unemployment under the pretext that countless jobs depend on this automobile industry, even if it is true for the moment, is also to ignore, perhaps voluntarily, the past reluctance of the populations to the intrusion of automobiles. The people who did not perceive them at all as the symbol of freedom, prestige and social marker, even as the phallic symbol of omnipotence that they have become today for many⁶¹. It is above all to forget that until the 1920s the majority of people, at least in France, were not yet wage earners. Since wage employment was born in the United Kingdom with the industrial revolution or more precisely the capitalist revolution, beginning with the textile industry: enclosure and workhouses transformed peasants and independent artisans into manpower. Into a workforce drawn under constraint to serve the private capital by depriving them of the means of their autonomy (the appropriation of communal property). Just as imported slaves were on the other side of the Atlantic until they were replaced by the steam engine, which was much more economical and which was certainly the true abolitionist⁶². It is clear that there can be no question of challenging this dependence, which is now presented as inescapable by those who benefit most from it and those for whom it is a guarantee of social stability, and thus a formidable means of control over the populace.

Today, we are repeatedly told that “the American [and by extension Western] way of life is non-negotiable⁶³. “Sustainable development,” like “green growth,” “clean energy” and the “zero-carbon” cars (as we have seen above) are nothing but oxymorons whose sole purpose is to ensure the survival of the industries, on which this way of life relies to continue enriching their owners and shareholders. This includes the new information and communication industries that also want to sell their own products related to the car (like artificial intelligence for the autonomous car, and its potential devastating rebound effect). To also maintain the banking and financial systems that oversee them (debt and shareholders, eternally dissatisfied, demanding continuous growth, which is synonymous with constant consumption).

Cheerful passengers above flood victims queing for help, their car is shown as a source of happiness. Louisville, USA, 1937. Photo: Margaret Bourke-White, Museum of Fine Arts, Boston.

All this with the guarantee of politicians, often in blatant conflicts of interest. And all too often with the more or less unconscious, ignorant or irresponsible acceptance of populations lulled into a veritable culture of selfishness, more than reluctant from now on to consent to the slightest reduction in material comfort. Which they have been so effectively persuaded can only grow indefinitely but made only possible by the burning of long-plethoric and cheap energy. This explains their denial of the active role they play in this unbridled consumerism, the true engine of climate change. Many claim, in order to relieve themselves of guilt, to be only poor insignificant creatures that can in no way be responsible for the evils of which they are accused. And are quick to invoke natural cycles, even though they are often not even aware of them (such as the Milankovitch cycles⁶⁴ that lead us not towards a warming, but towards a cooling!), to find an easy explanation that clears them and does not question a comfortable and reassuring way of life; and a so disempowering one.

Indeed people, new Prometheus intoxicated by undeniable technical prowess, are hypersensitive to promises of innovations that look like miracle solutions. “Magical thinking”, and its avatars such as Santa Claus or Harry Potter, tends nowadays to last well beyond childhood in a highly technological society. Especially since it is exalted by the promoters of positive thinking and personal development. Whose books stuff the shelves in every bookstore, reinforcing the feeling of omnipotence, the certainty of a so-called “manifest destiny”, and the inclination to self-deification. But this era is coming to an end. Homo Deus is starting to have a serious hangover. And we are all already paying the price in social terms. The “gilets jaunes” or yellow vests in France, for example, were unable to accept a new tax on gas for funding renewables and a speed reduction on the roads from 90km/h down to 80km/h. Paying in terms of climate change, which has only just begun, from which no one will escape, rich and powerful included.

Now everyone can judge whether the electric car is as clean as we are constantly told it is, even to the point of making it, like in Orwell’s novel, an indisputable established truth, despite the flagrant contradiction in terms (“war is peace, freedom is slavery, ignorance is strength”). Does the inalienable freedom of individual motorized mobility, on which our modern societies are based, have a radiant future outside the imagination and fantasies of the endless technophiles who promise it to us ; just as they promised in the 1960s cities in orbit, flying cars, space stations on the Moon and Mars, underwater farms… And just as they also promised, 70 years ago, and in defiance of the most elementary principle of precaution, overwhelmed by an exalted optimism, to “very soon” find a definitive “solution” to nuclear waste; a solution that we are still waiting for, sweeping the (radioactive) dust under the carpet since then…

Isn’t it curious that we have focused mainly on the problem of the nature of the energy that ultimately allows an engine to function for moving a vehicle and its passengers, ignoring everything else? It’s as if we were trying to make the car as “dematerialized” as digital technology and the new economy it allows. Having succeeded in making the charging stations, the equipment, the satellites and the rockets to put them in orbit, the relay antennas, the thousands of kilometers of cables, and all that this implies of extractivism and industries upstream, disappear as if by magic (and we’re back to Harry Potter again). Yet all very material as is the energy necessary for their manufacture and their functioning, the generated pollution, the artificialization of the lands, etc.⁶⁵

Everlasting promises of flying cars, which would turn humans into new Icarius, arenearly one and a half century old. Future is definitely not anymore what it used to be…

Everyone remains free to continue to take the word of economists who cling like a leech to their sacrosanct infinite growth. To believe politicians whose perception of the future is determined above all by the length of their mandate. Who, in addition to being subject to their hyperactive lobbying, have shares in a world automobile market approaching 1,800 billion Euros per year⁶⁶ (+65% in 10 years, neither politicians nor economists would balk at such growth, which must trigger off climax at the Ministry of the Economy!). That is to say, the 2019 GDP of Italy. Moreover, in 2018 the various taxes on motor vehicles brought in 440 billion Euros for European countries⁶⁷. So it is implicitly out of the question to question, let alone threaten the sustainability of, this industrial sector that guarantees the very stability of the most developed nations.

It is also very difficult to believe journalists who most often, except a few who are specialized, have a very poor command of the subjects they cover. Especially in France, even when they don’t just copy and paste each other. Moreover, they are mostly employed by media financed in large part, via advertising revenues among other things, by car manufacturers who would hardly tolerate criticism or contradiction. No mention of CO2-emitting cement broadcasted on the TF1 channel, owned by the concrete builder Bouygues, which is currently manufacturing the bases for the wind turbines in Fécamp, Normandy. No more than believing startups whose primary vocation is to “make money”, even at the cost of false promises that they know very few people will debunk. Like some solar panels sold to provide more energy than the sun works only for those who ignore another physical fact, the solar constant. Which is simply like making people believe in the biblical multiplication of loaves and fishes.

So, sorry to disappoint you and to hurt your intimate convictions, perhaps even your faith, but the electric car, like Trump’s coal, will never be “clean”. Because as soon as you transform matter from one state to another by means of energy, you dissipate part of this energy in the form of heat. And you inevitably obtain by-products that are not necessarily desired and waste. This is why physicists, scientists and Greta Thunberg kept telling us for years that we should listen to them. The electric car will be at best just “a little less dirty” (in the order of 0 to 25% according to the various studies carried out concerning manufacturing and energy supply of vehicles, and even less if we integrate all the externalities). This is a meager advantage that is probably more socially acceptable but it is quickly swallowed up if not solely in their renewal frequency. The future will tell, at least in the announced increase of the total number of cars, with a 3% per year mean growth in terms of units produced, and of all the infrastructures on which they depend (same growth rate for the construction of new roads). 3% means a doubling of the total number of vehicles and kilometers of roads every 23 years, and this is absolutely not questioned.

Brittany, France, August 2021.

42 With 8 billion tons consumed every year, coal stands in the very first place in terms of carbon dioxide emissions. International Energy Outlook, 2019.

43 https://www.statistiques.developpement-durable.gouv.fr/edition-numerique/chiffres-cles-du-climat/7-repartition-sectorielle-des-emissions-de

44 & https://web.archive.org/web/20211121215259/https://en.reset.org/knowledge/our-digital-carbon-footprint-whats-the-environmental-impact-online-world-12302019

45 https://actu.fr/normandie/le-havre_76351/en-images-au-havre-le-titanesque-chantier-des-fondations-des-eoliennes-en-mer-de-fecamp_40178627.html

46 https://www.connaissancedesenergies.org/fiche-pedagogique/production-de-lhydrogene

47 https://www.iea.org/fuels-and-technologies/oil & https://www.bp.com/content/dam/bp/business-sites/en/global/corporate/pdfs/energy-economics/statistical-review/bp-stats-review-2019-full-report.pdf & https://www.ufip.fr/petrole/chiffres-cles

48 https://jancovici.com/

49 Atually there are 38.2 million cars in France, more than one for two inhabitants:

50 Philippe Bihouix and Benoît de Guillebon, op. cit., p. 32.

51 https://www.lemonde.fr/energies/article/2019/07/22/canicule-edf-doit-mettre-a-l-arret-deux-reacteurs-nucleaires_5492251_1653054.html & https://www.ucsusa.org/resources/energy-water-collision

52 https://www.reuters.com/business/sustainable-business/inconvenient-truth-droughts-shrink-hydropower-pose-risk-global-push-clean-energy-2021-08-13/

53 Co-author with Christophe Bonneuil of L’évènement anthropocène. La Terre, l’histoire et nous, Points, 2016 (The Shock of the Anthropocene: The Earth, History and Us, Verso, 2017).

54 https://www.researchgate.net/publication/242431866_General_Motors_and_the_Demise_of_Streetcars & Matthieu Auzanneau, Or noir. La grande histoire du pétrole, La Découverte, 2015, p.436, and the report written for the American Senate by Bradford C. Snell, Public Prosecutor specialized in anti-trust laws.

55 James Howard Kunstler, The Geography of Nowhere: The Rise and Decline of America’s Man-Made Landscape, Free Press, 1994.

56 Peter D. Norton, Fighting Traffic. The Dawn of the Motor Age in the American City, The MIT Press, 2008.

57 https://www.avenir-suisse.ch/fr/vitesse-puanteur-bruit-et-ennuis/ & Stefan Hollinger, Graubünden und das Auto. Kontroversen um den Automobilverkehr 1900-1925, Kommissionsverlag Desertina, 2008

58 Emmanuel Fureix and François Jarrige, La modernité désenchantée, La Découverte, 2015 & François Jarrige, Technocritiques. Du refus des machines à la contestation des technosciences, La Découverte, 2014.

59 Journée de la filière automobile, Bercy, December 02, 2019.

60 Cours complet d’économie politique pratique, 1828.

61 Richard Bergeron, le Livre noir de l’automobile, Exploration du rapport malsain de l’homme contemporain à l’automobile, Éditions Hypothèse, 1999 & Jean Robin, Le livre noir de l’automobile : Millions de morts et d’handicapés à vie, pollution, déshumanisation, destruction des paysages, etc., Tatamis Editions, 2014.

62 Domenico Losurdo, Contre-histoire du libéralisme, La Découverte, 2013 (Liberalism : A Counter-History, Verso, 2014) & Howard Zinn, A People’s History of the United States, 1492-Present, Longman, 1980 (Une Histoire populaire des Etats-Unis de 1492 a nos jours, Agone, 2003) & Eric Williams, Capitalism & Slavery, The University of North Carolina Press, 1943.

63 George H.W. Bush, Earth Summit, Rio de Janeiro, 1992.

64 https://planet-terre.ens-lyon.fr/ressource/milankovitch-2005.xml

65 Guillaume Pitron, L’enfer numérique. Voyage au bout d’un like, Les Liens qui Libèrent, 2021.

66 https://fr.statista.com/statistiques/504565/constructeurs-automobiles-chiffre-d-affaires-classement-mondial/

67 Source: ACEA Tax Guide 2020, fiscal income from motor vehicles in major European markets.

Electric Vehicles: Back to the Future? [Part 1/2]

Electric Vehicles: Back to the Future? [Part 1/2]

By Frédéric Moreau

In memory of Stuart Scott

Each year while winter is coming, my compatriots, whom have already been told to turn off the tap when brushing their teeth, receive a letter from their electricity supplier urging them to turn down the heat and turn off unnecessary lights in case of a cold snap in order to prevent an overload of the grid and a possible blackout. At the same time the French government, appropriately taking on the role of advertiser for the national car manufacturers in which it holds shares¹, is promoting electric cars more and more actively. Even though electric vehicles (EV) have existed since the end of the 19th century (the very first EV prototype dates back to 1834).

They also plan to ban the sale of internal combustion engine cars as early as 2035, in accordance with European directives. Electric cars will, of course, have to be recharged, especially if you want to be able to turn on a very energy-consuming heater during cold spells.

The electric car, much-vaunted to be the solution to the limitation of CO2 emissions responsible for climate change, usually feeds debate and controversie focusing mainly on its autonomy. It depends on the on-board batteries and their recharging capacity, as well as the origin of the lithium in the batteries and the origin of their manufacture. But curiosity led me to be interested in all of the other aspects largely forgotten, very likely on purpose. Because the major problem, as we will see, is not so much the nature of the energy as it is the vehicle itself.

The technological changes that this change of energy implies are mainly motivated by a drop in conventional oil production which peaked in 2008 according to the IEA². Not by a recent awareness and sensitization to the protection of the environment that would suddenly make decision-makers righteous, altruistic and selfless. A drop that has so far been compensated for by oil from tar sands and hydraulic fracturing (shale oil). Indeed, the greenhouse effect has been known since 1820³, the role of CO2 in its amplification since 1856⁴ and the emission of this gas into the atmosphere by the combustion of petroleum-based fuels since the beginning of the automobile. As is the case with most of the pollutions of the environment, against which the populations have in fact never stopped fighting⁵, the public’s wishes are not often followed by the public authorities. The invention of the catalytic converter dates from 1898, but we had to wait for almost a century before seeing it adopted and generalized.

There are more than one billion private cars in the world (1.41 billion exactly when we include commercial vehicles and corporate SUV⁶), compared to 400 million in 1980. They are replaced after an average of 15 years. As far as electric cars are concerned, batteries still account for 30% of their cost. Battery lifespan, in terms of alteration of their charging capacity, which must not fall below a certain threshold, is on average 10 years⁷. However, this longevity can be severely compromised by intermittent use of the vehicle, systematic use of fast charging, heating, air conditioning and the driving style of the driver. It is therefore likely that at the end of this period owners might choose to replace the entire vehicle, which is at this stage highly depreciated, rather than just the batteries at the end of their life. This could cut the current replacement cycle by a third, much to the delight of manufacturers.

Of course, they are already promising much cheaper batteries with a life expectancy of 20 years or even more, fitted to vehicles designed to travel a million kilometers (actually just like some old models of thermal cars). In other words, the end of obsolescence, whether planned or not. But should we really take the word of these manufacturers, who are often the same ones who did not hesitate to falsify the real emissions of their vehicles as revealed by the dieselgate scandal⁸? One has the right to be seriously skeptical. In any case, the emergence of India and China (28 million new cars sold in 2016 in the Middle Kingdom) is contributing to a steady increase in the number of cars on the road. In Beijing alone, there were 1,500 new registrations per day in 2009. And now with the introduction of quotas the wait for a car registration can be up to eight years.

For the moment, while billions of potential drivers are still waiting impatiently, it is a question of building more than one billion private cars every fifteen years, each weighing between 800 kilos and 2.5 tons. The European average being around 1.4 tons or 2 tons in the United States. This means that at the beginning of the supply chain, about 15 tons of raw materials are needed for each car⁹. Though it is certainly much more if we include the ores needed to extract rare earths. In 2050, at the current rate of increase, we should see more than twice as many cars. These would then be replaced perhaps every ten years, compared with fifteen today. The raw materials must first be extracted before being transformed. Excavators, dumpers (mining trucks weighing more than 600 tons when loaded for the CAT 797F) and other construction equipment, which also had to be built first, run on diesel or even heavy oil (bunker) fuel. Then the ores have to be crushed and purified, using at least 200 m³ of water per ton in the case of rare earths¹⁰.  An electric car contains between 9 and 11 kilos of rare earths, depending on the metal and its processing. Between 8 and 1,200 tons of raw ore must be extracted and refined to finally obtain a single kilo¹¹. The various ores, spread around the world by the vagaries of geology, must also be transported to other processing sites. First by trucks running on diesel, then by bulk carriers (cargo ships) running on bunker fuel, step up from coal, which 100% of commercial maritime transport uses, then also include heavy port infrastructures.

A car is an assembly of tens of thousands of parts, including a body and many other metal parts. It is therefore not possible, after the necessary mining, to bypass the steel industry. Steel production requires twice as much coal because part of it is first transformed into coke in furnaces heated from 1,000°C to 1,250°C for 12 to 36 hours, for the ton of iron ore required. The coke is then mixed with a flux (chalk) in blast furnaces heated from 1800 to 2000°C¹². Since car makers use sophisticated alloys it is often not possible to recover the initial qualities and properties after remelting. Nor to separate the constituent elements, except sometimes at the cost of an energy expenditure so prohibitive as to make the operation totally unjustified. For this reason the alloyed steels (a good dozen different alloys) that make up a car are most often recycled into concrete reinforcing bars¹³,  rather than into new bodies as we would like to believe, in a virtuous recycling, that would also be energy expenditure free.

To use an analogy, it is not possible to “de-cook” a cake to recover the ingredients (eggs, flour, sugar, butter, milk, etc.) in their original state. Around 1950, “the energy consumption of motorized mobility consumed […] more than half of the world’s oil production and a quarter of that of coal¹⁴”. As for aluminum, if it is much more expensive than steel, it is mainly because it is also much more energy-intensive. The manufacturing process from bauxite, in addition to being infinitely more polluting, requires three times more energy than steel¹⁵. It is therefore a major emitter of CO2. Glass is also energy-intensive, melting at between 1,400°C and 1,600°C and a car contains about 40 kg of it¹⁶.

Top: Coal mine children workers, Pennsylvania, USA, 1911. Photo: Lewis WICKES HINE, CORBIS
Middle left to right: Datong coal mine, China, 2015. Photo: Greg BAKER, AFP. Graphite miner, China.
Bottom: Benxi steelmaking factory, China.

A car also uses metals for paints (pigments) and varnishes. Which again means mining upstream and chemical industry downstream. Plastics and composites, for which 375 liters of oil are required to manufacture the 250kg incorporated on average in each car, are difficult if not impossible to recycle. Just like wind turbine blades, another production of petrochemicals, which are sometimes simply buried in some countries when they are dismantled¹⁷. Some plastics can only be recycled once, such as PET bottles turned into lawn chairs or sweaters, which are then turned into… nothing¹⁸. Oil is also used for tires. Each of which, including the spare, requires 27 liters for a typical city car, over 100 liters for a truck tire.

Copper is needed for wiring and windings, as an electric car consumes four times as much copper as a combustion engine car. Copper extraction is not only polluting, especially since it is often combined with other toxic metals such as cadmium, lead, arsenic and so on, it is also particularly destructive. It is in terms of mountain top removal mining, for instance, as well as being extremely demanding in terms of water. Chile’s Chuquicamata open-pit mine provided 27.5% of the world’s copper production and consumed 516 million m³ of water for this purpose in 2018¹⁹. Water that had to be pumped, and above all transported, in situ in an incessant traffic of tanker trucks, while the aquifer beneath the Atacama desert is being depleted. The local populations are often deprived of water, which is monopolized by the mining industry (or, in some places, by Coca-Cola). They discharge it, contaminated by the chemicals used during refining operations, to poisoned tailings or to evaporate in settling ponds²⁰. The inhumane conditions of extraction and refining, as in the case of graphite in China²¹, where depletion now causes it to be imported from Mozambique, or of cobalt and coltan in Congo, have been regularly denounced by organizations such as UNICEF and Amnesty International²².

Dumper and Chuquicamata open-pit copper mine, Chile – Photo: Cristóbal Olivares/Bloomberg

And, of course, lithium is used for the batteries of electric cars, up to 70% of which is concentrated in the Andean highlands (Bolivia, Chile and Argentina), and in Australia and China. The latter produces 90% of the rare earths, thus causing a strategic dependence which limits the possibility of claims concerning human rights. China is now eyeing up the rare earths in Afghanistan, a country not particularly renowned for its rainfall, which favors refining them without impacting the population. China probably doesn’t mind negotiating with the Taliban, who are taking over after the departure of American troops. The issue of battery recycling has already been addressed many times. Not only is it still much cheaper to manufacture new ones, with the price of lithium currently representing less than 1% of the final price of the battery²³, but recycling them can be a new source of pollution, as well as being a major energy consumer²⁴.

This is a broad outline of what is behind the construction of cars. Each of which generates 12-20 tons of CO2 according to various studies, regardless of the energy — oil, electricity, cow dung or even plain water — with which they are supposed to be built. They are dependent on huge mining and oil extraction industries, including oil sands and fracking as well as the steel and chemical industries, countless related secondary industries (i.e. equipment manufacturers) and many unlisted externalities (insurers, bankers, etc.). This requires a continuous international flow of materials via land and sea transport, even air freight for certain semi-finished products, plus all the infrastructures and equipment that this implies and their production. All this is closely interwoven and interdependent, so that they finally take the final form that we know in the factories of car manufacturers, some of whom do not hesitate to relocate this final phase in order to increase their profit margin. It should be remembered here that all these industries are above all “profit-making companies”. We can see this legal and administrative defining of their raison d’être and their motivation. We too often forget that even if they sometimes express ideas that seem to meet the environmental concerns of a part of the general public, the environment is a “promising niche”, into which many startups are also rushing. They only do so if they are in one way or another furthering their economic interests.

Once they leave the factories all these cars, which are supposed to be “clean” electric models, must have roads to drive on. There is no shortage of them in France, a country with one of the densest road networks in the world, with more than one million kilometers of roads covering 1.2% of the country²⁵. This makes it possible to understand why this fragmentation of the territory, a natural habitat for animal species other than our own, is a major contributor to the dramatic drop in biodiversity, which is so much to be deplored.

Top: Construction of a several lanes highway bridge.
Bottom left: Los Angeles, USA. Bottom right: Huangjuewan interchange, China.

At the global level, there are 36 million kilometers of roads and nearly 700,000 additional kilometers built every year ²⁶. Roads on which 100 million tons of bitumen (a petroleum product) are spread²⁷, as well as part of the 4.1 billion tons of cement produced annually²⁸. This contributes up to 8% of the carbon dioxide emitted, at a rate of one ton of this gas per ton of cement produced in the world on average²⁹, even if some people in France pride themselves on making “clean” cement³⁰, which is mixed with sand in order to make concrete. Michèle Constantini, from the magazine Le Point, reminds us in an article dated September 16, 2019, that 40-50 billion tons of marine and river sand (i.e. a cube of about 3 km on a side for an average density of 1.6 tons/m3) are extracted each year³¹.

This material is becoming increasingly scarce, as land-based sand eroded by winds is unsuitable for this purpose. A far from negligible part of these billions of tons of concrete, a destructive material if ever there was one³², is used not only for the construction of roads and freeways, but also for all other related infrastructures: bridges, tunnels, interchanges, freeway service areas, parking lots, garages, technical control centers, service stations and car washes, and all those more or less directly linked to motorized mobility. In France, this means that the surface area covered by the road network as a whole soars to 3%, or 16,500 km². The current pace of development, all uses combined, is equivalent to the surface area of one and a half departments per decade. While metropolitan France is already artificialized at between 5.6% and 9.3% depending on the methodologies used (the European CORINE Land Cover (CLC), or the French Teruti-Lucas 2014)³³, i.e. between 30,800 km² and 51,150 km², respectively, the latter figure which can be represented on this map of France by a square with a side of 226 km. Producing a sterilized soil surface making it very difficult to return it later to other uses. Land from which the wild fauna is of course irremediably driven out and the flora destroyed.

 

In terms of micro-particle pollution, the electric car also does much less well than the internal combustion engine car because, as we have seen, it is much heavier. This puts even more strain on the brake pads and increases tire wear. Here again, the supporters of the electric car will invoke the undeniable efficiency of its engine brake. Whereas city driving, the preferred domain of the electric car in view of its limited autonomy which makes it shun the main roads for long distances, hardly favors the necessary anticipation of its use. An engine brake could be widely used for thermal vehicles, especially diesel, but this is obviously not the case except for some rare drivers.

A recent study published in March 2020 by Emissions Analytics³⁴ shows that micro-particle pollution is up to a thousand times worse than the one caused by exhaust gases, which is now much better controlled. This wear and tear, combined with the wear and tear of the road surface itself, generates 850,000 tons of micro-particles, many of which end up in the oceans³⁵. This quantity will rise to 1.3 million tons by 2030 if traffic continues to increase³⁶. The false good idea of the hybrid car, which is supposed to ensure the transition from thermal to electric power by combining the two engines, is making vehicles even heavier. A weight reaching two tons or more in Europe, and the craze for SUVs will further aggravate the problem.

When we talk about motorized mobility, we need to talk about the energy that makes it possible, on which everyone focuses almost exclusively. A comparison between the two sources of energy, fossil fuels and electricity, is necessary. French electricity production was 537 TWh in 2018³⁷. And it can be compared to the amount that would be needed to run all the vehicles on the road in 2050. By then, the last combustion engine car sold at the end of 2034 will have exhaled its last CO2-laden breath. Once we convert the amount of road fuels consumed annually, a little over 50 billion liters in 2018, into their electrical energy equivalent (each liter of fuel is able to produce 10 kWh), we realize that road fuels have about the same energy potential as that provided by our current electrical production. It is higher than national consumption, with the 12% surplus being exported to neighboring countries. This means a priori that it would be necessary to double this production (in reality to increase it “only” by 50%) to substitute electricity for oil in the entire road fleet… while claiming to reduce by 50% the electricity provided by nuclear power plants³⁸.

Obviously, proponents of the electric car, at this stage still supposed to be clean if they have not paid attention while reading the above, will be indignant by recalling, with good reason, that its theoretical efficiency, i.e. the part of consumed energy actually transformed into mechanical energy driving the wheels, is much higher than that of a car with a combustion engine: 70% (once we have subtracted, from the 90% generally claimed, the losses, far from negligible, caused by charging the batteries and upstream all along the network between the power station that produces the electricity and the recharging station) against 40%. But this is forgetting a little too quickly that the energy required that the mass of a car loaded with batteries, which weigh 300-800 kg depending on the model, is at equal performance and comfort, a good third higher than that of a thermal car.

Let’s go back to our calculator with the firm intention of not violating with impunity the laws of physics which state that the more massive an object is and the faster we want it to move, the more energy we will have to provide to reach this objective. Let’s apply the kinetic energy formula³⁹ to compare a 1200 kg vehicle with a combustion engine and a 1600 kg electric vehicle, both moving at 80km/h. Once the respective efficiencies of the two engines are applied to the results previously obtained by this formula, we see that the final gain in terms of initial energy would be only about 24%, since some of it is dissipated to move the extra weight. Since cars have become increasingly overweight over the decades⁴⁰ (+47% in 40 years for European cars), we can also apply this calculation by comparing the kinetic energy of a Citroën 2CV weighing 480 kg travelling at 80km/h with a Renault ZOE electric car weighing 1,500 kg travelling on the freeway at 130km/h.

The judgment is without appeal since in terms of raw energy, and before any other consideration (such as the respective efficiency of the two engines, inertia, aerodynamics, friction reduction, etc.) and polemics that would aim at drowning the fish to cling to one’s conviction even if it violates the physical laws (in other words, a cognitive dissonance), the kinetic energy of the ZOE is eight times higher than the 2CV! This tends first of all to confirm that the Deuche (nickname for 2CV standing for deux-chevaux, two fiscal horse-power), as much for its construction, its maintenance, its longevity as for its consumption, was probably, as some people claim, the most “ecological” car in history⁴¹.

But above all more ecological as far as energy saving is concerned, all the while failing to promote walking, cycling, public transport, and above all, sobriety in one’s travels. And losing this deplorable habit of sometimes driving up to several hundred kilometers just to go for a stroll or to kill time, therefore promoting antigrowth (an abominable obscenity for our politicians, and most of the classical economists they listen to so religiously). So it would be necessary to go back to making the lightest possible models and to limit their maximum speed. Because even if the formula for calculating kinetic energy is a crude physical constant, that obviously cannot be used as it is to calculate the real consumption of a vehicle. For the initial energy needed to reach the desired velocity, it nevertheless serves as a reliable marker to establish a comparison. To confirm to those for whom it did not seem so obvious until now that the heavier you are, the faster you go the more energy you consume, whatever the nature of that energy is. The pilots of the Rafale, the French fighter aircraft which consumes up to 8,000 liters of kerosene per hour at full power, know this very well.

Having made this brief comparison, we must now look a little more closely at the source of the electricity, because it is an energy perceived as clean. Almost dematerialized, because it simply comes out of the wall (the initial magic of “the electric fairy” has been somewhat eroded over time). Its generation is not necessarily so clean, far from it. In my country, which can thus boast of limiting its carbon footprint, 71% of electricity is generated by nuclear power plants. When it comes to the worldwide average, 64-70% of electricity is generated by fossil fuels – 38 -42%  by coal-fired power plants⁴² (nearly half of which are in China that turns a new one on each week). Apart from Donald Trump, few people would dare to assert, with the aplomb that he is known for, that coal is clean. 22-25% is generated by gas-fired power plants and 3-5% by oil-fired plants. Moreover, electricity generation is responsible for 41% (14.94 GT) of CO2 emissions⁴³ from fossil fuel burning, ahead of transport. And our leaders are often inclined to forget that when it comes to air pollution and greenhouse gases, what goes out the door, or the curtain of the voting booth, has the unfortunate tendency to systematically come back in through the window. We can therefore conclude that the French who drive electric cars are in fact driving a “nuke car” for two-thirds of their consumption. And across the world, drivers of electric cars are actually driving two-thirds of their cars on fossil fuels, while often unaware of this.

[Part II will be published tomorrow]

1 The French Government is the primary shareholder for Renault, with 15%, and a major one for PSA (Citroën and other car makers), with 6.2%.

2 https://en.wikipedia.org/wiki/Peak_oil

3 First described by the French physicist Joseph Fourier.

4 https://www.climate.gov/news-features/features/happy-200th-birthday-eunice-foote-hidden-climate-science-pioneer

5 Jean-Baptiste Fressoz, L’Apocalypse joyeuse. Une histoire du risque technologique, Seuil, 2012 & François Jarrige et Thomas Le Roux, La contamination du monde Seuil, 2017 (The Contamination of the Earth: A History of Pollutions in the Industrial Age, The MIT Press).

6 https://hedgescompany.com/blog/2021/06/how-many-cars-are-there-in-the-world/

7 https://www.transportenvironment.org/sites/te/files/publications/2021_05_05_Electric_vehicle_price_parity_and_adoption_in_Europe_Final.pdf

8 https://corporateeurope.org/en/dieselgate-its-tremors-and-role-car-industry-lobbying

9 https://notre-environnement.gouv.fr/IMG/pdf/focus_ressources_naturelles_version_complete.pdf (page 167)

10 Guillaume Pitron, La guerre des métaux rares. La face cachée de la transition énergétique et numérique, Les liens qui libèrent, 2018, p. 44.

11 Ibid.

12 Laurent Castaignède, Airvore ou la face obscure des transports, Écosociétés, 2018, p. 39.

13 Philippe Bihouix et Benoît de Guillebon, Quel futur pour les métaux ? Raréfaction des métaux : un nouveau défi pour la société, EDP Sciences, 2010, p. 47.

14 Laurent Castaignède, op. cit., p. 75.

15 Ibid., p. 194.

16 https://www.statista.com/statistics/882616/us-canadian-built-light-vehicles-average-glass-weight/

17 https://www.latimes.com/business/story/2020-02-06/wind-turbine-blades

18 But here we have to salute as it deserves the courageous political decision to have banned cotton buds and stirring sticks.

19 https://www.fineprint.global/wp-content/uploads/2020/01/fineprint_brief_no_9.pdf & https://www.equaltimes.org/the-pressure-on-water-an?lang=fr#.YPzxq_k6_IU

20 https://chinawaterrisk.org/wp-content/uploads/2016/08/China-Water-Risk-Report-Rare-Earths-Shades-Of-Grey-2016-Eng.pdf

21 https://www.washingtonpost.com/graphics/business/batteries/graphite-mining-pollution-in-china/

22 https://www.amnesty.org/en/documents/afr62/3183/2016/en/

23 https://web.archive.org/web/20211221082924/https://www.ademe.fr/sites/default/files/assets/documents/90511_acv-comparative-ve-vt-rapport.pdf (page 238)

24 https://www.nature.com/articles/s41586-019-1682-5 & https://www.sciencedirect.com/science/article/abs/pii/S0304389420303605

25 https://www.statistiques.developpement-durable.gouv.fr/sites/default/files/2018-10/de114.pdf

26 www.planetoscope.com-mobilité-1838-construction-de-routes-dans-le-monde.html

27 En 2013. https://web.archive.org/web/20230120162448/https://www.routesdefrance.com/wp-content/uploads/USIRF_BITUME_Sept2013.pdf

28 https://www.iea.org/reports/cement

29 https://psci.princeton.edu/tips/2020/11/3/cement-and-concrete-the-environmental-impact

30 https://www.lemoniteur.fr/article/quelle-realite-se-cache-derriere-les-betons-dits-bas-carbone.2123604 & https://elioth.com/le-vrai-du-faux-beton-bas-carbone/

31 https://www.seetao.com/details/70499.html

32 https://www.theguardian.com/cities/2019/feb/25/concrete-the-most-destructive-material-on-earth

33 Summary of the joined scientific assessment, INRA – IFFSTAR, December 2017.

34 https://www.emissionsanalytics.com

35 https://www.nature.com/articles/s41467-020-17201-9

36 http://www.oecd.org/newsroom/measures-needed-to-curb-particulate-matter-emitted-by-wear-of-car-parts-and-road-surfaces.htm

37 https://www.rte-france.com/actualites/bilan-electrique-francais-2019-une-consommation-en-baisse-depuis-10-ans-une-production

38 The Energy Transition Law, voted in 2015, has programmed this reduction by 2035.

39 Ek = ½.m.v², Ek is the energy in joules (1 watt = 3600 joules), m the mass in pounds, and v the velocity in feet per second.

40 https://thecorrespondent.com/310/your-car-has-a-weight-problem-and-we-need-to-regulate-it/41009665950-d1c675d3 & https://www.transportenvironment.org/sites/te/files/publications/2018_04_CO2_emissions_cars_The_facts_report_final_0_0.pdf (page 32)

41 https://car-use.org/la-2cv-citroen-de-loutil-utile-au-loisir-ecologique/

 

Mother Nature, Inc.

Mother Nature, Inc.

This article originally appeared in Counterpunch.

Editor’s note: What is the Endgame of capitalism? First destroy the planet for profit then profit on the protection of what is left. Just look at how the market commoditized bottled water, in plastic to boot. How much does a bottle of clean air cost? It will not end until people are turned into copper tops. This is The System, see Surveillance Capitalism.

BY Robert Hunziker

Featured image: Ryan Gsell – CC BY 2.0


Wall Street investors have hit the jackpot. Soon they’ll be able to buy, own, and dictate The Commons, public lands, the world of Mother Nature. In fact, a pilot project is already in the works with ecosystems up for sale as Wall-Streeters anxiously prepare to gobble up the valued benefits of Mother Nature.

According to the NYSE PR Dept. they’ll IPO nature: “To preserve and restore the natural assets that ultimately underpin the ability for there to be life on Earth.” What? Really?

And, according to NYSE COO Michael Blaugrund: “Our hope is that owning a natural asset company is going to be a way that an increasingly broad range of investors have the ability to invest in something that’s intrinsically valuable, but, up to this point, was really excluded from the financial markets.”

Then, does this mean that neoliberal capitalism is becoming nature’s beneficent caretaker so environmentalists can stop wringing their hands about the horrendous loss of wild vertebrate life, down a whopping 68%, and loss of wetlands and loss of huge chunks of rainforests these past few decades, all of which echoes a guttural sound of impending extinction? Answer: Don’t count on it.

For starters, there’s something extraordinarily distasteful and downright disgusting about Wall Street buying control of nature’s resource capabilities. It bespeaks of an upside down world where the ludicrous becomes acceptable, but is it really acceptable? Is it?

The main character in this new scheme to own the world is a new asset class with a very plain name that says it all: Natural Asset Company or NAC. Yes, if you are a billionaire, get ready to buy up to 30% of the world’s natural resource beneficence to society. It’s going to be offered on the biggest auction block of the world, the New York Stock Exchange under the cover of sustainability of nature and protection of biodiversity, wink, wink!

Of course, this prompts a series of questions, headlined by when does Mother Nature morph into a tollbooth?

In simplest of terms, NACs allow for the formation of specialized corporations that hold the rights to the ecosystem services produced on a given chunk of land. The services might be sequestration of carbon or clean water or possibly rare Tibetan mountain air or maybe a lake teeming with trout in the wilderness. The possibilities are endless when auctioning off major chunks of an asset as big as the planet.

The NAC will maintain, manage and grow the natural asset that it has commoditized, working towards maximizing the profit potential of the natural asset, although, of course, this is not emphasized in the PR material. Nevertheless, it could lead to near-infinite profits. After all, the living Earth does rejuvenate and replenish and service ecosystems on its own accord, a natural process that goes on forever. Why not own it?

If ever there has been a time for the people of the world to drop whatever they are doing and focus on one issue, now is that time. The Commons is for sale! Think long and hard about that proposition, study it, discuss it, and decide whether to agree that Mother Nature should be monetized. If not in agreement, then do something, tell everybody, tell anybody who’ll listen, carry poster boards in the street, join a protest march, bang pots and pans, do something to relieve that breakneck pressure building around your temples!

The Intrinsic Exchange Group, in partnership with the NYSE, is currently working with the Costa Rica government on a pilot project of NACs in the country in order to institute its protocol for ownership of forests, lakes, waterfalls, mountains, meadows, caves, wetlands, in essence, all of nature. Costa Rica is the proving grounds for ownership of Mother Nature, whether she likes it or not.

First, NAC identifies a natural asset, like a forest for example, which is quantified using special protocols that have already been developed by various coalitions amongst multinational corporations, which in and of itself is remarkably terrifying. The NAC decides who has the rights to the natural asset’s productivity and how it is to be managed. It is then monetized via an IPO on the stock exchange. Thus, the NAC becomes “the Issuer” to potential buyers of the natural asset that the NAC represents. Essentially, NAC is a real estate agent of Mother Nature. The buyers are institutional investors, or the occasional billionaire, that want to own the rights to the benefits of wetlands or rainforests or natural water springs or rarified mountainous air or hot springs or whatever they want to own. The world is their oyster to buy, own, enjoy, and profit by.

Throughout all human history nature has been The Commons or the cultural and natural resource for all of society inclusive of natural processes like air and water. But now private investors are deleting The Commons with claims of “conservation and sustainability” of 30% of what’s called “protected areas” of our precious worldwide assets.

According to initial calculations, NACs will unlock $4Quadrillion in assets as a new feeding ground for Wall Street investors to buy the rights to clean water and clean air and trout streams and bass-laden lakes and gorgeous picturesque waterfalls and lagoons, an entire forest, or maybe eventually extend into the oceans. Who knows the range of possibilities once nature is transacted on Wall Street.

Monetizing nature!

What’s next, what’s left?

The Commons is property shared by all, inclusive of natural products like air, water, and a habitable planet, forests, fisheries, groundwater, wetlands, pastures, the atmosphere, the high seas, Antarctica, outer space, caves, all part of ecosystems of the planet.

The sad truth is Mother Nature, Inc. will lead to extinction of The Commons, as an institution, in the biggest heist of all time. Surely, private ownership of nature is unseemly and certainly begs a much bigger relevant question that goes to the heart of the matter, to wit: Should nature’s ecosystems, which benefit society at large, be monetized for the direct benefit of the few?

Robert Hunziker lives in Los Angeles and can be reached at rlhunziker@gmail.com.