Editor’s note: Hydroelectric dams are not green energy, despite many claims that they are. Hydropower kills rivers, displaces millions of human beings, drives anadromous fish and other life dependent on free-flowing rivers extinct, and actually releases substantial greenhouse gasses. This post includes a short excerpt from Bright Green Lies as well as an article detailing a destructive dam proposal in Bolivia.
Dams are Not Green Energy
Excerpted from Chapter 11: The Hydropower Lie of Bright Green Lies: How the Environmental Movement Lost Its Way by Derrick Jensen, Lierre Keith, and Max Wilbert
Once upon a time, dams were recognized for the environmental atrocities they are. Human beings understood that dams kill rivers, from source to sea. They understood that dams kill forests, marsh- lands, grasslands.
In the 12th century, Richard the Lionhearted (King Richard I of England) put in place a law forbidding dams from preventing salmon passage. In the 14th century, Robert the Bruce did some- thing similar for Scotland. His descendant Robert the III went even further, declaring that three convictions for killing salmon out of season would be a capital offense.
Fast-forward to today, when dams are claimed to provide “clean” and “green” energy.
Where’s Robert the III when you need him?
As recently as three decades ago, at least environmentalists still consistently opposed dams. But the coup that turned so much environmentalism away from protecting the real world and into a lobbying arm of favored sectors of the industrial economy has rhetorically turned dams into environmental saviors. And climate change activists are among the most relentless missionaries for the gospel of the green dam.
This issue is urgent. While here in the United States, no new large dams have been built in many years (although many shovel-ready proposals are waiting for public funding), large hydropower dams are being built around the world as quickly as (in)humanly possible.
Once again, environmental engineer Mark Jacobson is an exam- ple, as he always seems to be, of someone working hard to kill the planet in order to save it. His 100 percent “renewable” transition plans—and remember, bright greens and many mainstream environmentalists love this guy—call for building about 270 new large hydroelectric dams globally, each at least the size of the Hoover or Glen Canyon dams.6 He also calls for major expansions to existing dams by adding new turbines. His models rely heavily on hydro because solar and wind facilities are by their nature intermittent and unreliable.
In Bolivia, Indigenous groups fear the worst from dam project on Beni River
More than 5,000 Indigenous people would be impacted by flooding from the construction of two dams in Bolivia, according to Indigenous organizations and environmentalists.
Successive governments have mulled the Chepete-El Bala hydroelectric project for more than half a century, and the current administration of President Luis Acre has now revived it as a national priority.
While Indigenous groups have successfully rejected the plan in the past, this time a group of 10 Indigenous organizations have signed an agreement with the state energy company approving feasibility studies.
If completed, the reservoirs for the project would cover a combined area larger than Bolivia’s capital, La Paz, and inundate an area that’s home to thousands of plant and animal species.
The Bolivian government has revived a long-held plan to build a hydroelectric plant in a corner of the country’s western La Paz department, sparking concerns about the potential displacement of more than 5,000 Indigenous people from the area.
The affected communities live in two protected areas, Madidi National Park and Pilón Lajas Biosphere Reserve and Communal Lands, parts of which would be flooded for the twin dams of the Chepete-El Bala hydroelectric project.
President Luis Arce, who served as minister of the economy in the earlier administration of Evo Morales, is following the same road map as his predecessor, who in July 2007 announced the original plans for the hydroelectric dams as a national priority.
Since 2018, there have been concerns that around 5,000 Indigenous people would be impacted by dam construction. Image courtesy of Chema Formentí.
The idea to generate hydropower in the Beni River Basin, specifically in El Bala Gorge, has been around for more than 50 years and given up on numerous times due to its economic unfeasibility and high environmental cost. The last time it was rejected by Indigenous communities was during the Hugo Banzer government in the late 1990s, before being nearly resurrected under Morales, Bolivia’s first Indigenous president.
Since then, the issue had largely faded for the six Indigenous communities that live in the area: the Mosetén, Tsiman, Esse Ejja, Leco, Tacana and Uchupiamona. The groups are now speaking out against the hydropower project, saying it would “cut off” the three rivers vital to their existence: the Beni and two of its tributaries, the Tuichi and Quiquibey.
“This would mean forced displacement and that means taking away our territory. We would be forced to leave our space, our ancestral domain,” said Alex Villca, a member of the National Coordinator for the Defense of Indigenous Peasant Territories and Protected Areas (Contiocap) of Bolivia. “We would be giving up what is most important: without territory there are no Indigenous peoples. This would be accepting a silent death. Wherever they take us, it would never be the same.”
The Indigenous leader said the problem goes even further. He said that in the Chepete mountains, some Indigenous peoples live in voluntary isolation — believed to be Mosetén, although there aren’t many studies to confirm this — and that they would be “totally” affected if the dams were constructed in the area. “We know from our brothers that there exists, in the peaks of the Chepete, a community in voluntary isolation that must be unaware of all these plans. Imagine how that would affect them if this project comes to fruition,” Villca said.
Tenders resumed
In 2021, Bolivia’s National Electric Energy Company (Ende) resumed the commissioning of the Chepete-El Bala project, announcing tenders for geological and geotechnical studies. The state-owned company said that in the case of the Chepete plant, the planned reservoir area would flood 46 square kilometers (18 square miles) of the total area of 3,859 square kilometers (1,490 square miles) of the Pilón Lajas reserve. The reservoir at El Bala, meanwhile, would cover 94 km2 (36 mi2) of the 18,895-km2 (7,295-mi2) Madidi park.
El Bala Gorge on the Beni River. Image courtesy of Chema Formentí.
In August, the Office of Indigenous Peoples of La Paz (Cpilap) signed an agreement with Ende authorizing the final design studies for the Chepete-El Bala project.
The agreement establishes that Cpilap must “allow the entry of Ende Corporation and its contracted companies to the areas of direct and indirect influence in order to carry out research, information gathering, socialization and data collection that allows studies, the creation of projects, to finalize the design to implement electric power generation, transmission and distribution.”
Villca spoke out against the signing of the agreement. “What worries us is that the tenor of the agreement is that it not only allows for complementary studies but also, in the future, allows Ende to start construction of the Chepete and El Bala hydroelectric plants. This is much more serious.”
Cpilap is a regional organization that brings together 10 Indigenous organizations in La Paz department: the Indigenous Council of the Tacana Peoples, the Office of the Indigenous Leco de Apolo, the Leco Indigenous People and Larecaja Native Communities, the Mosetén Indigenous Peoples Organization, the Indigenous Peoples of de San José de Uchupiamonas, the Esse Ejja of Eiyoquibo Indigenous Community, the Regional Council of T-simane Mosetén of Pilón Lajas, the Native Agroecological Community of Palos Blancos, the Tacana II Indigenous Communities of Rio Madre de Dios, and the Captaincy of the Araona Indigenous People. All of these organizations, according to Villca, are connected to Arce and Morales’s ruling party, the Movement for Socialism (MAS).
Gonzalo Oliver Terrazas, president of Cpilap, said five of the six affected Indigenous communities agreed with the hydropower project. The sixth community are the Mosetén, who didn’t sign the agreement. “This agreement doesn’t mean that the dam will be built,” he said. “The goal is to determine the feasibility or infeasibility of the project. Another important aspect that the agreement has is the social component, which we have included so that there can be electricity and housing projects.”
The Association of Indigenous Communities of the Beni, Tuichi and Quiquibey Rivers, an organization started in 2001 to defend the ancestral territories of the six Indigenous communities impacted by the project, has demanded that a prior consultation be carried out with the communities to approve or reject the project. The communities met over one weekend and decided to reject the government initiative, demonstrating that there are leaders for and against conducting feasibility studies for the project.
The hills of El Bala near the town of Rurrenabaque. Image courtesy of Chema Formentí.
“We remind [the government] that in 2016 there was a 12-day vigil and the expulsion of the Geodata and Servicons companies that had started work and studies in the territory without fulfilling a free, prior and informed consent [FPIC] consultation in good faith so as to receive the consent of the communities,” said a document published by the association.
Terrazas said the signing of the agreement with Ende doesn’t mean there won’t be consultation with Indigenous communities. He said that if the feasibility of the project is approved, a consultation will be carried out with the communities to approve or reject the construction of the hydropower plants.
In January 2018, Ende returned the prefeasibility study to the Italian company Geodata Engineering for correction. Geodata recommended “to postpone the development of the El Bala 220 hydroelectric plant until the conditions in the Bolivian energy market and abroad indicate that it is convenient to start its implementation.”
City-size reservoir
The project, which would start after a public tender is launched, would flood at least 662 km2 (256 mi2) of land for the two dams, according to Indigenous groups. Combined, the two reservoirs would cover an area five times bigger than Bolivia’s capital, La Paz. And if the dried-out salt lake of Poopó, in the department of Oruro, doesn’t recover, Chepete-El Bala would be the second-biggest lake in Bolivia after Titicaca.
The project calls for building the first dam in the Beni River’s Chepete Gorge, 70 km (43 mi) upstream from the town of Rurrenabaque, in the department of Beni, and the second near El Bala Gorge, 13.5 km (8.3 mi) upstream of the same town.
The town of Rurrenabaque, which would have two dams upstream. Image courtesy of Chema Formentí.
The Chepete dam would raise the water level to 158 meters (518 feet), forming a lake that would be 400 m (1,312 ft) above sea level. The dam at El Bala would raise the water level by 20 m (65 ft) and its reservoir would be 220 m (721 ft) above sea level. Unlike the Chepete dam, which would be a concrete wall, the dam at El Bala would consist of gates and generators in the middle of the river.
Extinction and displacement
According to the Solón Foundation, an environmental NGO, a total of 5,164 people would be relocated for the project, the majority of them Indigenous. The area is also home to 424 plant species of plants, 201 land mammals, 652 birds, 483 amphibians and reptiles, and 515 fish species. It’s not clear which species are most likely to go locally extinct as a result of the flooding, or how many would be affected.
The main fear of the Indigenous communities in the area is that the construction of both dams would mean forcibly displacing more than 5,000 residents. The construction of the second reservoir at El Bala, according to the Solón Foundation and Indigenous organizations opposed to the project, would flood the entire community of San Miguel del Bala. There’s no official information on a displacement plan for the communities more than 1,000 residents.
And with the construction of the Chepete reservoir, a little more than 4,000 Indigenous people would be displaced. All the populated areas affected by the reservoir, according to Geodata, have collective titles belonging to the Tacanas, Lecos and Mosetén peoples. Additionally, development on the river could interfere with the livelihoods of many residents, who fish and farm and, in more recent years, oversee communal tourism activities.
Chepete Gorge on the Beni River would be dammed to power a hydroelectric plant. Image courtesy of Alex Villca.
Valentín Luna is an Indigenous Tacana leader and head of the San Miguel del Bala community. Currently, there are at least 20 eco-lodges that have been built in the Madidi and Pilón Lajas protected areas. Most of these initiatives are managed by the local communities. Four of these eco-lodges would be flooded by the dams, according to Luna: one in Chalalán overseen by the Uchupiamonas, one run by San Miguel del Bala residents, one in Villa Alcira, and one run by the Chimanes and Mosetén of Asunción del Quiquibey.
For the Indigenous people who don’t want the dams in their area, the main worry isn’t the end of tourism. They fear that the six Indigenous groups will disappear along with it.
Banner image of Chepete Gorge on the Beni River, located 70 kilometers (43 miles) upstream of the village of Rurrenabaque. Image courtesy of Alex Villca.
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.
Upon completion of forty days of launching a protest camp in the proposed site for lithium mining in Thacker Pass, Max delves into the history of the area.
Forty days ago, my friend Will Falk and I launched a protest camp here at Thacker Pass.
Situated between the Montana Mountains and Double H Mountains in northern Nevada, Thacker Pass is part of the “sagebrush ocean.” Big sagebrush plants, the keystone species here, roll away to the south and east of the camp. Stars light up the night sky. Often, the only sound we can hear is the wind, the chirping of birds, the yips of coyotes.
The seasons are unfolding. When we arrived, the mountains were auburn in the evening sun. Now, they shimmer bright white after winter storms. Cliffs and sagebrush protrude through the snow and provide habitat for wildlife: bobcats, mule deer, pronghorn antelope, sage-grouse, pygmy rabbits, burrowing owls, and countless others.
We are here in the bitter cold wind to oppose the destruction of this place. Lithium Americas Corporation, and their subsidiary Lithium Nevada Corporation, plan to blow up this pass, extract millions of tons of stone, and build an array of infrastructure to process this into lithium with harsh chemicals like sulfuric acid. Along the way, they will build vast mountains of toxic tailings, leaching heavy metals and uranium into what groundwater will still remain after they pump nearly 1.5 billion gallons per year into their industrial machinery.
For weeks now, I have been researching the true history of this place. I have struggled with how to tell these stories. There are many perspectives on Thacker Pass, and many ways the story can be told.
Where to begin? There are no true beginnings or endings here, where water cycles endlessly from sky to mountain to soil to river to sky, and back again; where human existence passes as fading footprint in the soil, as bones sinking into land, as a whisper on the `breeze. Only stories upon stories, legends and myths, layers of soil and stone. But there is a beginning.
Nineteen million years ago, a column of magma deep within the mantle of the planet arose under the continental plate. Heat and pressure built through miles of stone, liquifying it. Superheated water forced its way to the surface, and geysers appeared. Pressure kept building, and one day, the first volcanic eruption tore open the crust, spewing ash across half the continent.
This was the birth of the Yellowstone Hotspot, an upwelling of heat from deep inside the planet that even now, after migrating hundreds of miles northeast, powers the geysers of Yellowstone National Park.
After a time, the magma was spent. Vast chambers once filled with magma, miles underground, were now empty, and the weight of the stone overhead pressed down. Soon, the ground itself collapsed across an area of more than 600 square miles, and the McDermitt Caldera, of which Thacker Pass is a part, was formed.
The new caldera attracted water. Rain fell and flowed downhill. With wind and water and ice, rich volcanic stones became pebbles, then sand, then clay. Sediments gathered in lake basins, and one element in particular — lithium — was concentrated there.
In one version of the story of Thacker Pass — the version told by Lithium Americas — geologic conditions created a stockpile of valuable lithium that can be extracted for billions of dollars in profits. In this version of the story, Thacker Pass is a place that exists to fuel human convenience and industry — to store power for the wealthy, the consumers of gadgets and smartphones and electric cars, for the grid operators.
In this story, the lithium in the soil at Thacker Pass does not belong to the land, or to the sagebrush, or to the water trickling down past roots and stones to join ancient aquifers. It belongs to the mining company which has filed the proper mining claim under the 1872 mining law, which still governs today.
In another version of this story, this land called “Thacker Pass” is part of the Northern Paiute ancestral homeland. I do not know the Paviotso name for this place. Wilson Wewa, a Northern Paiute elder, says that “the world began at the base of Steens Mountain,” a hundred miles north-northwest of here. Wewa tells that the people emerged from Malheur Cave, a 3,000-foot-deep lava tube near the modern town of Burns.
Northern Paiute have lived on these lands since time immemorial. Scientists have dated nearby petroglyphs as perhaps 15,000 years old — the oldest in North America. Obsidian from Thacker Pass has been gathered, worked into tools sharper than the finest modern scalpel, and traded across the region for thousands of years. There are even burial sites in the caves nearby, directly adjacent to the mine site, according to a Bureau of Land Management Ranger who visited us at camp this week.
I am told that Sentinel Rock, which stands over the Quinn River Valley at the eastern end of Thacker Pass, was an important site for prayer historically. If the mine is built, Lithium Americas’ water pipeline will skirt Sentinel Rock, pumping out billions of gallons of water. I cannot help but think: how much more can the colonizers take?
I cannot tell the story of the history of this place from the perspective of the Northern Paiute, but it would be wrong to not at least summarize what I know. Too often, the invasion of these lands by European settler-colonialists is ignored. When we ignore or minimize genocide, we make future genocide easier. As the Czech writer Milan Kundera said, “The struggle of man against power is the struggle of memory against forgetting.”
In the 1850’s, colonization of these lands began in earnest. The coming of the white colonizers and their cattle meant the overgrazing of the grasslands and the cutting of the Pinyon Pine trees; the damming of the creeks and rivers; the trapping of the beavers and the killing of the wolves.
In 1859, the discovery of the Comstock lode marked the beginning of the mining explosion. Thousands of people flocked to Nevada, and their axes and cattle and saws devastated the land. Smelting the ore from the mines required every bushel of firewood that could be found.
Ronald Lanner, in his book The Piñon Pine: A Natural and Cultural History, writes that “the furnaces of Eureka [Nevada], working at capacity, could in a single day devour over 530 cords of piñon, the produce of over 50 acres… After one year of major activity, the hills around Eureka were bare of trees for ten miles in every direction… by 1878 the woodland was nowhere closer than fifty miles from Eureka, every acre having been picked clean… The significance of the deforestation around Eureka can be appreciated by realizing that a fifty-mile radius from that town approaches to within a few miles of Ely to the east and of Austin to the west. Both of these towns were also important mining centers with large populations, and their demands for woodland products probably rivaled those of Eureka itself.”
Lanner continues: “The deforestation of their hills and the destruction of their nut groves often brought Indians into conflict with white settlers and miners. As early as 1860, Paiutes gathered at Pyramid Lake to decide how to cope with the white men who were encroaching on their lands, killing their game, and cutting down what the settlers derisively referred to as the Indians’ ‘orchards.’”
My friend Myron Dewey, who lives on the Walker River Paiute Reservation, told me the piñon pine are to his people as the buffalo are to the nations of the Great Plains: a sacred relative, source of life, an elder being.
Wilson Wewa also tells of how European colonization dispossessed the Northern Paiute. “Pretty soon our people were having to compete with miners and settlers for food. They were killing all the deer, and the antelope, and their cattle were chomping up and destroying all the root digging grounds we relied on for food.”
The scale of ecological devastation unleashed on Nevada by the mining industry is hard to comprehend. With forests gone, soils eroded, biodiversity collapsed, and streams dried up. The damming of creeks and mass trapping of beavers were another nail in the coffin of the hydrological cycle. From the north to south, east to west, colonization destroyed the waters of the region. And what are people to do when their source of life is destroyed? This devastation played a large role in the Paiute War in 1860, the Snake War of 1864-8, the 1865 Mud Lake massacre, the Modoc War of 1872-3, the Bannock War in 1878, the Spring Valley massacres of the 1860’s and 1897, and many other conflicts.
To this day, the results of this destruction are still playing out, from Winnemucca Lake — once a wildlife refuge, home to the previously mentioned oldest petroglyphs in North America, now dry — to Walker Lake, the level of which has fallen more than 181 feet over the last 139 years, causing the extirpation of the Lahontan cutthroat trout. The nearby Walker River Paiute tribe — the Agai-Dicutta Numu, trout eaters — can no longer fish for their namesake.
The piñon pine are still being destroyed, too — this time under the guise of “restoration.” Myron Dewey, who I mentioned earlier, and many others, have long been fighting to protect the “tubape” pine nut trees.
And the war footing remains as well. The largest ammunition depot in the word, the Hawthorne Army Depot, sprawls across 226 square miles just south of Walker Lake.
Back here at Thacker Pass, the same Lahontan cutthroat trout (a federally listed threatened species) hang on in nearby Pole Creek. Will they survive the mine? Or will their creek shrink smaller and smaller as the water table drops, eventually leaving them with nothing? I cannot help but feel there are similarities between the experience of the Paiutes — land stolen, waters destroyed, marched to reservations — and the trout. Perhaps Wewa would agree with a Dakota friend, who told me “I am part of the land; what happens to the land happens to me.”
###
The 1872 mining law is law under which Lithium Americas Corp. has “claimed” the land here Thacker Pass, under which they have been permitted to destroy this place. A one hundred- and fifty-year-old law, a legal justification for colonial extraction, a law created to make extraction orderly. That is the legal authority which Lithium Americas claims.
In September of 2019, the Inter-Tribal Council of Nevada, which is made up of 27 tribal, band, and community councils from the Western Shoshone, Goshute, Washoe, and Northern and Southern Paiute nations passed a resolution, which called for reform of the 1872 mining law. The resolution states that “the Great Basin tribes believe the 1872 Mining Law poses a serious threat to the Great Basin tribes land, water, cultural resources, traditional properties, and lifeways.”
###
I circle back to that name: Thacker Pass. “Who was Thacker,” I wonder, watching the first Dark-eyed Junco of the spring migration flit from sagebrush to ground.
Basic research found nothing, so I called the Nevada Historical Society and the Humboldt County Museum, and started combing through archives looking for prominent people named ‘Thacker’ in the history of the state and of Humboldt County. Digging through old copies of the Reno Evening Gazette, I find a match: John N. Thacker, who was elected sheriff of Humboldt County on November 3rd, 1868, and held the post for many years before becoming the head of the detective service for the Southern Pacific Company and Wells Fargo express through the 1870’s and into the 1880’s.
Thacker was an enforcer and lawman in the Wild West of train robberies and outlaws hiding in canyons — and the laws he enforced were in large part designed to protect the mining industry. Throughout the late 1800’s, Nevada mines produced an incredible amount of wealth – the equivalent of billions of dollars annually. Gold and silver from the mines were transported by stagecoach and train by well-paid mining and banking employees, and this made a tempting target for thieves. Thacker had at least one shootout with bandits who had absconded into the hills.
In other words, Thacker acted as a protector of mining revenues and an economy based on colonial mining. He worked for the state, the bankers, and the railroad company – the trifecta of institutions creating the conditions for mining to thrive, financing mining projects, and moving ore and raw materials to bigger markets. And, of course, profiting handsomely.
Many people forget the importance of railroads in this era before paved roads. The first transcontinental railroad passed through Winnemucca, operated by Southern Pacific. As Richard White writes in his book Railroaded, the massive land grants given to railroad companies — a total of more than 175 million acres between 1850 to 1871, more than 10 percent of the land mass of the United States — and easy transportation of both people and goods kicked off a massive influx of settler-colonialism to the interior of the American west.
Railroad companies were notorious in this period for corruption, environmental devastation, and mistreatment of workers. Interestingly, Southern Pacific was the defendant in a landmark 1886 Supreme Court case that massively extended the power of corporations in the United States. In Santa Clara County v. Southern Pacific Railroad, Thacker’s employer successfully argued that the Fourteenth Amendment – originally established to protect formerly enslaved people in the aftermath of the Civil War – also applied to so-called “corporate persons,” striking down various regulations that would have reigned in their power in the West.
Since this unanimous decision, corporations have relied heavily on the Fourteenth Amendment for protection from the public. As my friend and attorney Will Falk writes, “between 1868, when the Fourteenth Amendment was ratified, and 1912, the Supreme Court ruled on only 28 cases involving the rights of African Americans and an astonishing 312 cases on the rights of corporations, it is easy to conclude that the Fourteenth Amendment has done a better job protecting the rights of corporations than that of African Americans.”
Dana Toth at the Humboldt County Museum helps solve the rest of the mystery: an 1871 newspaper shows that John Thacker owned a 160-acre ranch in the King’s River Valley, just to the west of Thacker Pass. That is most likely the origin of the name Thacker Pass.
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A cold north wind has been blowing all morning at Thacker Pass. It was 16 degrees this morning, without the wind chill. The frigid air bites my fingertips and my nose. Our banners flap in the breeze.
And at the headquarters of Lithium Americas Corporation at 300-900 West Hastings Street in Vancouver, Canada, men and women plan how to blow this place up, to shatter the mountainside, to crush the wild integrity of this place under churning bulldozer treads, and turn it into money.
I look out across a landscape named after a man named John Thacker, a man who worked to protect mining industry profits for decades, and I cannot help but feel that not much has changed. Like in the 1850’s and 1860’s, men with explosives, backed by the armed power of the state, are coming to destroy the mountains, the sagebrush steppe, the grasslands, and the waters of Thacker Pass.
What value is there in history, except in guiding our thoughts and actions in the present? As Barbara Ehrenreich writes, “To know our history is to begin to see how to take up the struggle again.”
Written By Max Wilbert and originally published on January 25, 2021 in Sierra Nevada Ally. In this article Max describes the plans for an industrial scale lithium mine, the harm this will cause and why we need to protect the area for endangered species.
Thacker Pass landscape. Image: Max Wilbert
On January 15th, my friend Will Falk and myself launched a protest occupation of the proposed lithium mine site at Thacker Pass, Nevada. We have set up tents, protest signs, and weathered more than a week of winter weather to oppose lithium mining, which would destroy Thacker Pass.
You might already be wondering: “Why are people protesting lithium? Isn’t it true that lithium is a key ingredient in the transition to electric cars, and moving away from fossil fuels? Shouldn’t people be protesting fossil fuels?”
Let me put any rumors to rest.
I am a strong opponent of fossil fuels and have fought against the industry for over a decade. I’ve fought tar sands pipelines, stopped coal trains, and personally climbed on top of heavy equipment to stop fossil fuel mining.
Now I’m here, in northern Nevada, to try and stop lithium mining. That’s because, in terms of the impact on the planet, there’s little difference between a lithium mine and an open-pit coal mine. Both require bulldozing entire ecosystems. Both use huge amounts of water. Both leave behind poisoned aquifers. And both are operated with massive heavy machinery largely powered by diesel.
The encampment at Thacker Pass. Image: Max Wilbert
I want people to understand that lithium mining is not “good” for the planet.
Sure, compared to coal mining, a lithium mine may ultimately result in less greenhouse gas emissions. But not by much. The proposed Lithium Americas mine at Thacker Pass would burn more than 10,000 gallons of diesel fuel every day, according to the Environmental Impact Statement. Processing the lithium would also require massive quantities of sulfur—waste products from oil refineries. One local resident told me they expect “a semi-truck full of sulfur every 10 minutes” on these rural, quiet roads.
This is not a “clean transition.” It’s a transition from one dirty industrial energy source to another. We’re making the argument for something completely different, and more foundational:degrowth. We need economic contraction, relocalization, and to stop using and wasting so many resources on unnecessary consumer products.
When people think about wilderness and important habitat, they generally don’t think of Nevada. But they should. Thacker Pass is not some empty desolate landscape. It’s part of the most important Greater sage-grouse habitat left in the state. This region has between 5-8% of all remaining sage-grouse, according to Nevada Department of Wildlife and BLM surveys.
Thacker Pass is home to an endemic snail species, the King’s River pyrg, which biologists have called “a critically imperiled endemic species at high risk of extinction” if the mine goes forward. Burrowing owls, pygmy rabbits, golden eagles, the threatened Lahontan Cutthroat Trout, and hundreds of other species call this place home, watershed, or migration corridor.
Thacker Pass is home to important old stands of Big sagebrush who are increasingly rare in Nevada and threatened by global warming.
One biologist who has worked in Thacker Pass, and who asked to remain unnamed for fear of retaliation, told me the Thacker Pass area “has seen the rapid decline of native shrubland/bunchgrass communities that form the habitat foundation.” He continued, “Those communities (particularly sagebrush) are already under tremendous stress from the dual-threat of invasive annual grasses (especially cheatgrass) and the increased fire returns that those volatile fuels cause.”
Now the BLM is permitting Lithium Americas corporation to come bulldoze what is left, tear away the mountainside for some 50 years, and leave behind a moonscape.
We are engaging in direct action and protest against this mine because the public process is not working. Despite sustained opposition, BLM ignored serious concerns about this mine and “fast-tracked” this project under the direction of the Trump Administration. We mean to stop the mine with people-power.
If you are interested in joining us, visit our website, to learn more about getting involved. And speak out on this issue. We can’t save the planet by destroying it. Transitioning away from fossil fuels and fixing humanity’s broken relationship with the planet will require a more critical approach. Follow
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