It is interesting to hear the bemoaned wails from executives of the “Big 3” automakers seeking federal ‘Bailout’ money to keep their companies from going bankrupt, thereby severely impacting the already battered economy; not to mention the impact on the families of thousands of workers losing their jobs. The real story is more than slumping car sales, declining market share, and global competition. In the study of Economics there is the “Supply and Demand” rule where you either build a product and create the ‘demand;’ or, you wait for the public to demand something, or create a need and then ‘supply’ it to the consumer. There is way too much “double-talk” by the government concerning the reduction of ‘greenhouse’ gases by making a more fuel-efficient automobile; such as an electric hybrid, hydrogen-powered, and bio-diesel fueled vehicles.
In June 9, 2006, “NOW” by PBS had a program titled, Timeline: Life and Death of the Electric Car and on November 14, 2006 was a documentary titled, “Who Killed the Electric Car?” by Sony on DVD. These two accounts show that as far back as the early 1920’s or so, technology existed for a viable, commercially-available automobile that was not dependent on fossil fuels; so the obvious question is, what happened? In 1912, Charles Kettering invented the “electric starter,” making the cumbersome hand-cranked starter on the electric models obsolete, and of course, the availability of gasoline; doubtless supplied in abundance by “STANDARD OIL” and its subsidiaries or spin-off companies. Now, with the convenience of an automatic starter and the availability of gasoline stations throughout the United States providing unlimited mileage instead of the limited mileage and lack of power from driving the electric car, the addiction was on; not just domestic oil but it seems, to petroleum reserves in the Middle East as well. Although Victor Wonk built the first full-sized hybrid automobile in the United States, ironically a Buick Skylark supplied by G.M. in 1970, as part of the Federal Clean Car Incentive program, the EPA kills the program in 1976; why?
In 1988, Roger Smith, CEO at G.M. agrees to team up with AeroVironment of California to build a practical consumer car called the “EV1” (Electronic Vehicle). Between the years 1996-2000, a few thousand all-electric cars were manufactured by automakers, such as: Honda EV Plus; G.M. EV1; Ford Ranger pickup EV; Nissan Altra EV; Chevy S-10 EV; and Toyota RAV4 EV. There was just one little catch, though; none of the vehicles were for purchase, just for lease. By the early 2000’s “all” the major automakers production of all-electric cars were discontinued; why? G.M. announces that it will not renew leases on the EV1 models, saying, it can no longer supply the parts to repair the vehicles” and it plans to reclaim all the cars by the end of 2004. There are still a few pure electric cars and plug-in hybrids, such as the Toyota Prius, which was first manufactured in Japan in 1997; where it sold 18,000 cars in the first year in that country.
One of the criticisms of using plug-in hybrids is that to recharge the battery won’t solve the issue of reducing pollution because 55% of America’s electrical grid comes from coal production; and coal accounts for 83% of Carbon Dioxide (CO2) pollution in the United States. The thing is, most smog in the cities is not derived from coal-fired plants and utilities, but from automobile exhaust. Not only that, but G.M., Ford, and Daimler-Chrysler account for nearly 75% of all (CO2) emission in the U.S. On-road and off-road vehicles comprise 49% of Nitrous Oxide (NO2) emissions; Utilities 27% (NO2) emissions; and industrial, commercial, residential centers combined contribute 24% (NO2) emissions. So, the argument against electric cars is not only untenable, it is irrational as well. What Congress needs to do, if this country is serious about beating this addiction to gasoline is amend the Clean Air Act where within ten years, there will be a zero tolerance level of emissions from motor vehicles (autos, trucks, motorcycles, etc). There doesn’t need to be another moratorium, select Congressional committee, or summit meeting with political leaders and industry executives to study the problem; all it takes is the “will” to see it happen and not more impassioned and articulate rhetoric.
The so-called “Stimulus” money that was given to the U.S. automakers by President Obama and the Congress should have been on the condition that they use all their technological know-how to remanufacture affordable, commercially-viable, non-polluting electric cars; not merge with another automaker or eliminate some of the less popular gasoline or diesel-powered models. It should not be to burden the auto industry with more regulation or become a major stockholder but rather with funding and guidelines to let these companies do what they do best; and that is, given the right tools and support, the engineers, front-line managers, supervisors, and workers can make the best, most fuel-efficient cars in the world. It isn’t about improved mileage that should be the concern, but rather the significant reduction of pollution resulting from all the vehicles used in transportation, whether military or civilian, being powered by a non-polluting, electrical system than by a polluting hydrocarbon. Even now, research is being done to improve the performance of electric cars by using “lithium-battery” technology by ‘TESLA’ motors in Silicon Valley, CA; so if a small, independent entrepreneur can do this on his own, then what excuse does the federal government and the “Big Three” have?
Robert Randle
776 Commerce St. #B-11
July 9, 2009
pbks@hotmail.com
