automobile

By Fred Magdoff

``It is inconceivable that capitalism itself will lead directly to an ecological civilization that provides the basic needs for all people. However, building an ecological civilization that is socially just will not automatically happen in post-capitalist societies. It will occur only through the concerted action and constant vigilance of an engaged population.''

January 2011 -- Monthly Review -- Given the overwhelming harm being done to the world’s environment and to its people, it is essential today to consider how we might organize a truly ecological civilization—one that exists in harmony with natural systems—instead of trying to overwhelm and dominate nature. This is not just an ethical issue; it is essential for our survival as a species and the survival of many other species that we reverse the degradation of the earth’s life support systems that once provided dependable climate, clean air, clean water (fresh and ocean), bountiful oceans, and healthy and productive soils.

By Ben Courtice, Melbourne

November 2, 2010 -- In a recent seminar on trade unions and the climate movement, I observed a surprising disagreement between some of the socialists present. It was started by a comment from Melbourne University academic (and Socialist Alliance activist) Hans Baer, who suggested that the “treadmill of production and consumption” had to be challenged, that we need to challenge consumerism and the alienation of work that makes people buy things to feel better.

Liz Ross of Socialist Alternative took umbrage at this, declaring that workers should create and enjoy wonderful technological products, tearing down a straw figure that Hans was supposedly arguing to stultify the creativity of the working class.

By Dan La Botz

With the economic recession and environmental crisis alternative plans for socially useful, sustainable production have never been more relevant argues Lars Henriksson.

When the financial shit hit the fan last year the overproduction in the auto industry became visible. In the Swedish auto industry the proportions between fan and shit was especially problematic. The crisis involved two of the world’s smallest mass producers, both owned by troubled US corporations, and both producing large, fuel consuming semi-luxury cars. In a country of 9 million it was like having two bankrupt car companies and their chain of sub contractors plus two crisis-hit truck companies in London.

The auto crisis of course became a big political issue in Sweden and still is. As elsewhere in the world there were two principle lines of argument in the mainstream discussion about what should be done.

By Renfrey Clarke

June 16, 2009 -- For governments and vehicle corporations, the charm of biofuels used to be the promise they held out of a ready-made solution to transport-related greenhouse gas emissions -- a solution that might simply be dropped in, while changing almost nothing else. Freeways, suburban sprawl, four-wheel-drive family cars -- everything could remain. Only the fuel on sale at service stations would be different.

Biofuels, the promise to the public ran, would be ``clean and green’’, an environmental zero-sum. Although carbon was released to the atmosphere when biofuels were burnt, this was carbon that had been there earlier, before being taken up by the plants from which the fuels were derived.

By Rick Wolff

June 5, 2009 -- The greatest tragedies among many in the collapse and bankruptcy of General Motors (GM) concern what is not happening. There are those solutions to GM's problems not being considered by Obama's administration. There are the solutions not being demanded by the United Auto Workers Union (UAW). There are all the solutions not even being discussed by most left commentators on the disaster. Finally there are crucial aspects of GM's demise not getting the attention they deserve.

By Paul M. Sweezy

[This classic essay first appeared in Monthly Review, vol. 24, no. 11 (April 1973). It has been posted at Links International Journal of Socialist Renewal with the permission of Monthly Review.]

“Cities, after all, have a great deal in common with cars. More and more, in fact, they often seem to be turning into cars. There are deep mysteries here, impenetrable to the present shallow state of human understanding. Somehow, we know not how, things communicate.” — Russell Baker, New York Times, March 8, 1973

By Don Fitz and Tim Kaminski

By Rob Rooke

By Dave Holmes