Editor’s note: It would seem like these rights would be self evident birth rights unrequiring of institutions agency. Unfortunately like all UN resolutions this carries no enforcement, see Palestine. How can enviromental justice come about? Rich nations must stop outsourcing their luxury lifestyle. This does not mean NIMBY Not In My Back Yard, it means NOPE Not On Planet Earth.
In October the UN Human Rights Council voted to recognize the right to a safe, clean, healthy and sustainable environment as a human right. Notable among the dissenting voices was the United Kingdom, which eventually begrudgingly voted in favor, while stressing the fact that no country would be legally bound to the resolution’s terms. Four member states — China, India, Japan and Russia — abstained.
This resolution was long overdue. Air pollution alone kills an estimated 7 million people every year, according to the World Health Organization. Yet the resolution doesn’t go nearly far enough: It’s not legally binding, as the U.K. was keen to point out, nor has it been incorporated into any of the 70-plus human-rights treaties that the Universal Declaration of Human Rights has inspired.
Moreover, this issue goes beyond the concept of a safe, sustainable environment as a single human right. The fact is that all our most fundamental human rights rely on thriving natural systems — from the right to adequate food to a livelihood worthy of human dignity and even the right to life.
Speaking after the resolution was made, UN High Commissioner for Human Rights Michelle Bachelet said: “[This is] about protecting people and planet — the air we breathe, the water we drink, the food we eat. It is also about protecting the natural systems which are basic preconditions to the lives and livelihoods of all people, wherever they live.”
She’s right. And yet across the world, the twin biodiversity and climate crises are coming together to form a full-blown human-rights emergency.
Climate
Fires, floods and storms are ravaging the world, growing in severity as global heating escalates. Over the past two years, unprecedented fires in Australia, Canada, the Mediterranean, Brazil, the United States and other countries have devastated homes and communities, leaving destitution and death in their wake.
In the record-breaking 2020 hurricane season, Hurricane Eta was followed under two weeks later by Hurricane Iota, together affecting more than 7.5 million people in Central America and leaving at least 200 dead. Nor are the impacts restricted to sudden-onset disasters. After a fourth year of drought, Madagascar is currently experiencing world’s first “climate change famine” with more than one million people now in need of emergency food aid.
The climate crisis is already seriously undermining human rights around the world, directly destroying people’s homes and livelihoods, and taking lives. But it is also a threat multiplier, compounding existing economic, political, and social stresses and driving a rising likelihood of violent conflict.
The Coast Guard supporting humanitarian assistance and disaster relief operations in Honduras after Hurricane Eta. Photo: U.S. Coast Guard, (CC BY-NC-ND 2.0)
Ecosystems
Alongside this grim reality, the world is facing its sixth mass extinction — this time human-caused — with the rate of species extinction already at tens to hundreds of times higher than over the past 10 million years. In 2020, the UN Convention on Biological Diversity reported that we had missed all 20 targets set to bring biodiversity loss to a halt.
Again, this puts human rights at risk. For example, as we empty our ocean of marine life through destructive and illegal fishing, coastal communities are losing not only their livelihoods but also essential food security as vital protein becomes more and more scarce. In a recent investigation, we found that basic human rights of Ghana’s fishing communities, including the right to adequate food, adequate standard of living and just working conditions, are under threat because of the government’s failure to tackle overfishing and illegal fishing by foreign-owned industrial trawlers. Over half of the 215 canoe fishers, processors and traders we spoke to reported going without sufficient food over the past year.
And of course, the COVID-19 pandemic represents the latest tragedy to emerge from our rampant exploitation of the natural world. As ecological degradation accelerates, animals that wouldn’t mix closely in the wild are brought into close contact with other species — and with humans. These conditions are perfect for the emergence of new and deadly viruses.
Injustice
Weaving through these crises and tragedies is the fact that the world’s poorest and most vulnerable communities invariably pay the highest price. This is an environmental injustice.Global heating has led to a 25% increase in inequality between countries over the past half century, as hotter, poorer countries tend to suffer the most from the actions of cooler, richer ones. The World Bank estimates that the COVID-19 pandemic pushed some 97 million vulnerable people into poverty in 2020.
At the same time, we’ve seen examples of initiatives, some perhaps well meaning, driving local communities, Indigenous peoples and the poor from traditional areas in the name of conservation or so-called protected areas. Such initiatives often completely disregard the importance of historic lands to the culture, history and well-being of communities. In our efforts to protect and restore our natural world, we must prevent this abuse of basic human rights and recognize the contribution that these communities have made and can make to genuinely effective conservation.
Equity and fairness are scarce in a world where the fundamental concepts of environmental justice are ignored, denied and circumvented.
Achieving true environmental justice and ending the twin crises of biodiversity and climate breakdown requires us to reassess our connection to nature and to recognize once and for all that humanity doesn’t exist outside the natural world.
We must make the right to a safe, clean, healthy and sustainable environment a universal, legally binding human right, starting with the UN codifying this new declaration into existing treaties, then making it legally binding on the national and international level. We are entirely dependent on nature for our most basic needs and fundamental human rights, and we all have a role to play in nurturing and protecting it.
The opinions expressed above are those of the author and do not necessarily reflect those of Deep Green Resistance, The News Service or its staff.
Editor’s note: Albuquerque is in fact too large. It is a city. It is actually the cities that are the cause of all those problems. This article mentions: “This idea that we need to set aside places for wilderness comes from the idea that humans are not part of this world. That humans are above nature and generally destructive of nature.” The writers’ claim to the origin of the idea of wilderness is a false assumption. The point that we are in as a species demands we protect wilderness areas and any indigenous peoples living sustainably that are a part of it.
By Elizabeth Anker
A very typical response to my writing can be summarized as: “But… cities?!?” How are we going to fit cities into this future world? My feeling is that we can’t. Mostly.
I’ve never explicitly said that cities are not optimal, but I think it’s fairly obvious what my biases are. I will be honest, I don’t like urban environments. I don’t like the noise. I don’t like the smell. I don’t like the mess. Just everywhere mess! I’m not fond of the pace or the congestion. In 24-hour places like New York City, I can’t sleep. I am generally uncomfortable (translate: nauseous) in structures that I can feel moving, and I can feel the sway in tall buildings. I absolutely hate elevators. In the city, one can’t have goats. Rarely chickens. There’s no horizon. Few healthy old trees. Utterly insufficient gardens. And there are no stars.
Now, I know there are cities that are not this bad. Or I know one, anyway. Albuquerque is a city of about 750,000 people with maybe a half dozen moderately tall buildings downtown. Yet it’s not too horizontally sprawling, being held in check by mountains and volcanoes and Indigenous lands. And a water supply that is strictly tied to the river valley. But within the city, there are many farms and gardens and a wide wetlands, the bosque, along the banks of the Rio Grande. Chickens and goats and alpacas are everywhere (except in the Rio Rancho suburb, which is also the ugliest, sprawling-est part of New Mexico). The skies are brilliant all day, all night, all through the year. You can go wandering at 2am and feel safe. Nothing is open past 10pm, so apart from a sporadic teen in a loud car, it’s quiet. Sleepy even. There is never a rush. It’s called the land of mañana only somewhat jokingly. It is also a place where everyone knows everyone else; it’s the largest small town in the world. And it smells like chile, rain on parched earth, cedar smoke, and sage brush. With the odd dash of manure…
So cities can be accommodating places. It depends on the people, I suppose. Burqueans are Westerners — laconic and lazy and not terribly interested in your issues. But I haven’t been in many cities like that. And maybe Albuquerque doesn’t actually count as a city. There are horse hitches outside buildings. With hitched horses.
But my preferences are hardly average nor all that important. What is important is that cities make no ecological or biophysical sense. And to get out of this mess we need to bring our living back within the realm of good sense.
I could begin by pointing to the ridiculously fragile locations of many of the largest urban centers. No amount of techno-magical thinking is going to keep Boston above water. Or New York. Or Miami. I could fill pages with that list. Then add on those that might be marginally above water but currently rely upon groundwater or coastal rivers for drinking water — which will be contaminated with seawater long before the streets turn into canals. Ought to toss extreme fire danger onto the list also, taking out much of California, Greece, perhaps most of the Australian continent. And then there’s Phoenix which may quite literally run out of water. Of course, many other US Sunbelt cities — including Albuquerque — are going to discover that a desert location can not, by definition, provide water for millions of people. Once fossil groundwater is pumped dry (in about, oh, ten years…) there won’t be water coming out of the taps. Same goes for most of the cities in the two bands around 25-30° latitude away from the equator that get little moisture because planetary air flow is uncooperative (though this may change… in ways that might be good… maybe). Then there’s just pure heat. Adding a degree or so to the global average — which is inevitable at the current level of greenhouse gas concentration in the atmosphere even if we were to miraculously stop emissions today — will turn urban areas that are merely hot now into uninhabitable ovens, with atmospheric heat magnified by urban heating. Just for completeness, there are quite a few places that will simply collapse as ground water is depleted or as permafrost melts. Oh, and then there’s Detroit and other urban disaster zones — places so completely degraded by industrial mess-making that soil, water and air in these locations will be toxic to most life-forms for many human generations. So. Yeah. There are problems.
Let’s give it a different framing. There are large areas — most of which contain large cities — in which property is no longer insurable for at least one type of disaster. You can’t buy flood insurance in broad swaths of New Jersey or Florida. You can’t buy fire insurance in Orange County, California. Some actuary — a person whose job is calculating odds and putting a monetary value on risk — has determined that the odds are not in your favor. Full stop. More precisely the probability of an insurance claim paid by the company being greater than all the money you pay that company to buy the insurance is too high for the company to even begin taking your money. (And they really want to take your money!) There will be a disaster that creates a claim, and it will happen before you can pay much into your policy. Best you open a bank account and start dumping all your paychecks in there because that’s what it will cost to live in these uninsurable areas. (Though for now in this country, taxpayers are serving as the bank account for the most costly uninsurable properties.)
The risk of a flood happening in New Jersey is so high and immediate that you (and the insurance industry) can count on having a flooded house. And there are many houses that will be flooded. New Jersey is a densely populated region, especially so where risk of flood is greatest. This is not an anomaly. New Jersey is not unusually silly in siting urban areas. The urban areas in New Jersey grew up near water, rather than in a less flood-prone area further inland, just as urban areas grow near water everywhere else in the world — because water makes for easy transport of large volumes of stuff, lowering the costs of trade. There is and always was risk of flooding in these urban areas. But the floods happened infrequently before ocean warming made energetic storms that could throw large volumes of water up on the coast a regular — and predictable — occurrence. The same sort of calculations can be made for fire, for structural damages and I would imagine for sheer uninhabitability — though I doubt actuaries will have much to say about that. There are no insurance policies for putting property where humans simply can’t survive.
Because we’re supposed to be smarter than that. No, we’re supposed to be above all that, able to engineer our way forward in any unfavorable circumstance. (Witness the “let’s move to Mars” idiocy.) And in much urban development it’s not even about overcoming the likely risks. Risk-prone and degraded properties are developed by corporations who have no intention of owning the property long term. They build structures and sell those “improved properties” to others as quickly as they can. If they even bother to investigate the risks of living in that area, they don’t broadcast that information. They often take steps to conceal any qualities in a property that will lower the sale price. This is such a commonplace it’s a clichéd plot point in movies and novels.
Cities are located in the best places to move goods around and in the easiest, cheapest places to develop property for sale. This last is more a feature of former colonies which made wealth through this process of appropriating, “improving” and selling land. In the hearts of former empires, cities existed before wealth extraction turned to development of land. But a good number of them have caught up with their former colonies. Los Angeles has nothing on London sprawl. This method of making money — acquire, build and sell quickly at the highest profit — will necessarily create concentrated development in places that historically were either farmland or empty land. In the latter case, there were reasons that humans had not built things there. Many of those reasons were ecological. It made no sense to put a structure there, let alone a whole city of them. But empty lands are cheapest to develop, so the reasons were ignored. Wetlands were drained. Forests were cleared. Grasslands were paved over. Wells were drilled deep into desert rock to pull up the remnants of the last glacial meltwaters. Homes and businesses were plopped onto newly laid roads with no concern for long term durability. That was the point of building in this way. If the costs of locating structures in ecologically sustainable places were paid, then there would be no profit. So the last few hundred years has seen cities grow in places where they would always be under threat from natural processes and in fact magnify those threats by ignoring them. By cutting those costs.
But then cities have never been great. They’re good for concentrating and controlling the labor pool. That’s it. A city is now and always has been a warehouse for laborers. It is the cheapest warehouse. People are packed into cities with no accommodation for their actual lives. No space for anything. No way to produce anything except through market mechanisms of centralized production. This is by design. Because the laborers are also the market. If they are meeting their own needs, they aren’t buying stuff. Cities are very good at stripping all agency from a large group of humans, making them completely dependent on the market for every need. You can’t sneeze in a city without it profiting someone who is not you. And you can’t even begin to feed or house or clothe yourself. There are no resources for you to do any of this in a city.
Cities may be marginally better at leveraging concentrated capital into cultural institutions than a more dispersed settlement pattern. Maybe. Not that rich folk won’t fund their favorite arts wherever they live. Witness the magnificent theatre, music, and visual arts thriving in the wilds of Western Massachusetts. But cities absolutely suck at meeting our biophysical needs — from food to companionship to a non-toxic environment. Call me what you will, but when the choice is between a secure food supply and cultural attractions, I’m going with food.
Some people have noted this conflict between urban living and actual living. There are efforts to clean up the toxic messes we’ve created (created, again, by design… toxicity happens because business will not pay the full costs of doing things safely and cleanly). There are urban gardens sprouting in empty lots. There are calls for less car traffic and more travel by bike and foot. There is a return to the idea of neighborhood. People are attempting to meet their physical and emotional needs within the structures of a city. I am not sure any of this is going to work. Because that is not how a city works.
A city works by depriving most of its inhabitants of the means to meet their basic needs, forcing them to work for wages so that they can buy those needs and produce profits. That is what cities are designed for and that is what they do best. There is not even the space in a city to allow its citizens to provide for themselves. Everything must be produced elsewhere and shipped into the city. And shipping is increasingly a problem both because we have to stop spewing greenhouse gases into the atmosphere and because it is increasingly expensive to acquire fossil fuels. All the plans I’ve seen so far do not address this basic problem.
Here is one example: vertical gardens, growing food in a tower to maximize growing area but minimize the horizontal footprint so that a “farm” will fit within the confines of a city. I don’t think these are well conceived. Half a minute’s thought on what actually goes into growing healthy plants reveals several fatal flaws in the design. Attempts to produce food where there is no soil, where water has to be pumped, and where sunlight has to be synthesized with electricity are costly if not futile. And all these tools and raw materials still have to be sourced and produced elsewhere and then shipped in. It may be that we use more resources in building a vertical farm than if we just grew a real farm. And we won’t be producing very much food in this resource-sucking system. We may be able to grow some leafy vegetables, but those vegetables will be lacking in nutrition relative to food grown in a living ecosystem. There isn’t even space for grains and pulses in a vertical garden unless it’s very vertical. Which seems expensive. Not a project we’re going to be able to maintain in a contracting economy that is generally out of resources.
Even if it were not expensive though, vertical farming is not producing food. Synthesizing a growing environment will always fail because we can’t make living systems, and that’s what is needed to grow food. Human attempts to manufacture biology fail because we don’t fully understand how biology works and maybe can’t know being embedded within biology. Further, I suspect most synthesized foods will not meet human nutrition needs even if all the building blocks we know about are included. There are emergent properties and interdependencies and entanglements that we can’t begin to understand, never mind create. The chemical compounds in a berry do not make a berry. A berry is a particular arrangement of its chemical composition along with a large number of microbes and other non-berry materials all of which make up the nutritional content of the berry when you pop the whole living thing in your mouth. And we don’t know what of all that berry and non-berry stuff is essential to our digestive tract to turn that berry into food for our cells. We can’t make a berry because we don’t know what a berry is. What we do know is that it is always more than the sum of its broken down parts. And that is what synthesizing is, a sum of brokenness.
But these ideas keep manifesting because we think rather highly of ourselves. We believe that we can engineer our way over any problem. We really haven’t done that though. We’ve thrown a huge wealth of the planet’s energy and resources into creating this style of living. Our technologies are useless without that resource flow. Just as importantly, our technologies are useless at containing the waste flowing out of that system. And most importantly, our technologies are designed to work within a profit-driven system. When that breaks down, when there is no profit, there is no technology. We aren’t going to put scarce resources and effort into maintaining the tools; we’ll produce what we need directly at scales that don’t require those costly tool systems.
And that’s the main reason I believe that we will be abandoning cities. They will break down. They are a technology that only works while there are abundant resources, while there is capacity for waste absorption, and while there are profits to be made on all those flows. We aren’t going to put effort into maintaining this tool if it no longer serves us. We won’t have the time or the wherewithal. We will need to produce what we need to live.
Some are bemoaning the idea of humans dispersing into the countryside. And maybe that’s a problem if those dispersed humans are also bringing along their wasteful, resource-sucking lifestyles. But I’m not sure that will be possible. There won’t be resources to waste or suck. Not only that, but most people are not inclined toward messing up their own homes. Degradation of the land happens when those resources are sucked out of the land to be used by people living elsewhere. Humans have lived in dispersed settlement patterns, integrated within our ecosystems, for a very long time, much longer than we’ve been “civilized”. This idea that we need to set aside places for wilderness comes from the idea that humans are not part of this world. That humans are above nature and generally destructive of nature. That humans uniquely have the potential to transcend nature and invent their way toward meeting biophysical needs independent of nature. None of this is in any way real. Putting a lot of humans in a confined space will not magically rewild the rest of the world. We will still be sucking those resources. More resources than if we lived in a place where we didn’t need to maintain an artificial living environment through transport and tools. More resources than if we lived within the carrying capacity of the lands we fully inhabit — as we have for most of our existence.
And make no mistake, the land is going to see that we do that. This is what is happening. We have exceeded carrying capacity at all scales. There are mechanisms in living systems that prevent this. We are experiencing those mechanisms. We are experiencing the consequences of exceeding carrying capacity for the planet. This will be fixed. And it will be completely out of our hands. Cities will be abandoned because we will be dealing with all the consequences of cities and returning to a way of living that we know works within nature. Lots of smallish towns and settlements surrounded by and interpenetrated with land that can produce our needs.
I suspect our urban centers will be very much like Albuquerque…
As the Glasgow climate conference begins, and the time we have to avert a climate crisis narrows, it is time to revisit successful First Nations campaigns against the fossil fuel industry.
Like the current fight to avert a climate catastrophe, these battles are good, old-fashioned, come-from-behind, David-versus-Goliath examples we can all learn from. The Jabiluka campaign is a good example.
In the late 1990s, a mining company, Energy Resources of Australia, was planning to expand its Kakadu uranium mine into Jabiluka, land belonging to Mirarr Traditional Owners in the Northern Territory. The adjacent Ranger Uranium mine had been operating for 20 years without Traditional Owners’ consent and against their wishes, causing long-term cultural and environmental destruction.
But the expansion of the mine ultimately failed, thanks to an extraordinary campaign by the Traditional Owners, led by Yvonne Margarula and a relative, the lead author of this article, Jacqui Katona (a Djok woman).
In recognition of our work, we shared the 1999 Goldman Environmental Prize, one of the most prestigious international grassroots environmental awards.
Yvonne Margarula and Jacqui Katona after accepting the Goldman Environmental Prize for grassroots activism, Island Nations 1998.Provided by author.
The campaign included a huge on-site protest camp, shareholder action and significant overseas support (including from the European Parliament, US Congress and an expert committee to UNESCO). It also included a blockade of the mine site – one of the biggest blockades Australia had ever seen.
These are valuable lessons for those wanting to take decisive action against the fossil fuel industry. Here are six ways to learn from our experience:
1. Put pressure on the financial sector
Continuous pressure on companies in the financial sector (such as banks), which are complicit in the success of fossil fuel companies, can have an impact. This can be done by exposing their involvement with fossil fuels and pressuring them to be held accountable for these partnerships.
One of the most successful actions of the Jabiluka campaign was the coordination of protests at Westpac, which financed the mine’s owner, Energy Resources of Australia. Not only did protesters raise awareness about Westpac’s investment at local branches, they created bureaucratic chaos by opening and closing bank accounts.
This resulted in a corporate shift in Westpac towards better accountability on issues affecting First Nations people. Coordinated protests like this are an effective way to empower people to participate in positive action for change.
First Nations campaigns against mining and other fossil fuel companies show the single most important factor in successful protests is leadership by politically powerful organisations or alliances.
In the Jabiluka campaign, Katona and Margarula were successful in large part because of their insistence on a Mirrar-led campaign forming strong alliances with powerful unions, environmental groups and other national and international organisations.
Shareholders were then able to have some influence over corporate responsibility and accountability, including the appointment of a sustainable development manager. While the government ultimately amended the Corporations Act to make such actions more difficult, this nevertheless shows that creative direct action can be successful in holding corporations accountable.
4. Win over the right people
When Rio Tinto detonated 46,000-year-old rock shelters at Juukan Gorge on the traditional land of the Puutu Kunti Kurrama and Pinikura peoples last year, it was not only public outcry that led to the resignation of three senior executives, including the chief executive.
Katona led the Jabiluka campaign while a mother to two small children, juggling local work with international activism. She was jailed for trespassing on Aboriginal land. She was hospitalised with complications from lupus, which required a long recovery.
Be strategic about your participation in high-energy campaigns and find ways to support the efforts of key activists. But also know the fight against the fossil fuel industry takes more effort than just changing your social media profile picture.
There is no perfect time, or single solution, to campaigning for a better future. The power of people is a resource which often delivers inspiration to disrupt and needs to be nurtured.
6. Believe you can win
Aboriginal and Torres Strait Islander communities have faced hundreds of years of colonisation, industrial desecration of their sacred lands, and destruction of their Country. However in many cases, they have won battles against the odds.
The Mirrar faced a discriminatory system which sidelined their interests in Kakadu for more than 20 years. But they continued their fight to protect Country, and ultimately succeeded in preventing Jabiluka’s expansion.
So take heart and don’t give up. This is a fight that can be won.
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
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.
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.
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.
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.
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).
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.
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