上海的月亮: CN — LARRY ROMANOFF: 电动汽车（EV）的政治

电动汽车（EV）的政治 — The Politics of Electric Cars (EVs)

译者：珍珠

Why are the Western countries not flooded with electric vehicles today? The reason is simple: there are some very powerful people who don’t want electric cars. These powerful people control much of the extraction of petroleum as well as most of the marketing, and they also control major auto manufacturers like General Motors and have their hooks deeply into many others. These same people also have a virtual 100% policy control over the governments of the Western countries, as well as much of Eastern Europe and Japan. They also have a virtual monopoly on the Western world’s mass media and, through this control of the microphone, they severely limit the kind and amount of information that is publicly available. From this media monopoly, they can set the agenda and control the debate. They can more or less ensure that the crucial facts and details regarding EVs and auto fuels never come to light, thus preventing us from obtaining anything resembling an accurate picture of the world of private transportation.

为什么西方国家今天没有被电动汽车淹没？原因很简单：有些非常有权势的人不想要电动汽车。这些有权势的人控制着大部分石油开采和大部分营销，他们还控制着通用汽车等主要汽车制造商，并与许多其他制造商有着密切的联系。这些人实际上对西方国家以及东欧和日本的大部分政府拥有100%的政策控制权。他们还几乎垄断了西方世界的大众媒体，通过对麦克风的控制，他们严格限制了公开信息的种类和数量。从这种媒体垄断中，他们可以制定议程并控制辩论。他们或多或少可以确保有关电动汽车和汽车燃料的关键事实和细节永远不会曝光，从而阻止我们获得任何类似私人交通世界的准确情况。

Home Solar Charging For Car Solar Evse Product on Alibaba.com. Source

Alibaba.com上汽车太阳能电池产品的太阳能充电。来源

You should, of course, naturally ask (a) Who are these people? and (b) why don’t they want electric autos to become the world’s default method of transportation? Let’s first deal with (b); the reasons.

当然，你应该自然地问（a）这些人是谁？（b）为什么他们不希望电动汽车成为世界默认的交通方式？让我们先处理（b）；原因。

根深蒂固的利益 — Entrenched Interests

You might loosely want to term this “self-interest” or “self-preservation”. We could accept the first definition, and at least understand the second, but these definitions cannot be excused, primarily due to the vast implications they contain for us all. In simple terms, the self-interest, or even the (financial) self-preservation of a small number of individuals cannot be permitted to take precedence over the welfare of the entire world’s population. Yet, that is precisely what is happening. The entrenched self-interest of a very small number of very powerful people has been dictating the environment and landscape of private transportation for more than 100 years, with calamitous results that are at best only dimly understood by the general public in any country.

你可能想笼统地称之为“自我利益”或“自我保护”。我们可以接受第一个定义，至少理解第二个定义，但这些定义不能被原谅，主要是因为它们对我们所有人都有巨大的影响。简单地说，不能允许少数个人的自身利益，甚至（财务）自我保护优先于全世界人口的福利。然而，这正是正在发生的事情。100多年来，极少数非常有权势的人根深蒂固的自身利益一直在支配私人交通的环境和景观，造成了灾难性的后果，任何国家的公众充其量只能模糊地理解这些后果。

汽车零部件与融资 — Auto Parts and Financing

One of the main challenges is that the major auto makers, most notably General Motors, derive far more profit from financing vehicle purchases and the sale of auto parts than from the sale of new vehicles. Prior to its bankruptcy, GM was making three times as much profit from both its finance arm and auto parts divisions, than from making and selling cars. Essentially, they discovered that usury and price gouging were each three times more profitable than was manufacturing.

主要挑战之一是，主要汽车制造商，尤其是通用汽车，从汽车购买和汽车零部件销售融资中获得的利润远远高于新车销售。在破产之前，通用汽车从其金融部门和汽车零部件部门获得的利润是制造和销售汽车的三倍。从本质上讲，他们发现高利贷和价格欺诈的利润都是制造业的三倍。

While auto companies like GM have very much become “financialised”, the price gouging is by no means immaterial. Replacement parts are priced so high that to assemble a car from parts would cost at least ten times as much as purchasing the vehicle from a dealer. Auto makers like GM have resorted to extreme forms of extortion to protect these unconscionable profit levels. It was obvious to manufacturers everywhere that they could make replacement parts for the major auto brands, sell these parts for far less and still make huge profits. The auto-makers immediately responded by threatening to void the warranty on any car that used replacement parts from another supplier. That act should qualify as criminal extortion, but the auto companies were able to avoid prosecution.

虽然像通用汽车这样的汽车公司已经“金融化”，但价格欺诈绝非无关紧要。替换零件的价格如此之高，以至于用零件组装汽车的成本至少是从经销商那里购买汽车的十倍。通用汽车等汽车制造商采取了极端形式的敲诈勒索来保护这些不合情理的利润水平。对于世界各地的制造商来说，很明显，他们可以为主要汽车品牌制造替换零件，以更低的价格销售这些零件，仍然可以获得巨额利润。汽车制造商立即做出回应，威胁要取消任何使用其他供应商替换零件的汽车的保修。该行为应被视为刑事勒索，但汽车公司得以避免被起诉。

There is more here. The auto industry, especially in North America, and again especially General Motors, were renowned for poor quality of manufacture. This was so true that former GM employees testified that auto parts were designed “to last only as long as the warranty period”. Many other observers swore this to be the normal manufacturing strategy: make the parts as cheaply as possible so they required constant maintenance and repeated replacement.

这里还有更多。汽车工业，特别是北美的汽车工业，尤其是通用汽车，以制造质量差而闻名。这是如此真实，以至于前通用汽车员工作证说，汽车零部件的设计“只适用于保修期”。许多其他观察家发誓这是正常的制造策略：尽可能便宜地制造零件，因此需要不断维护和反复更换。

Auto dealerships share this price-gouging model, where service and parts sales constitute less than 10% of their revenue but 50% of their profit. The systemic problems here are extremely serious. Electric vehicles have less than half the number of parts as their gasoline-powered relatives, and very few moving parts – almost none of which break or need regular replacement. EVs are more reliable and require much less maintenance or service than do gasoline-powered vehicles. As we all know, it isn’t only the cost of the repairs and replacement parts, but the labor and service charges levied during maintenance and repair, that make gasoline-powered autos so expensive to maintain after a few years. If the Western world were to move to electric cars, this one factor alone would eliminate a major portion of the revenue – and the bulk of the profits – of both manufacturers and their dealers, forcing a massive reorganisation of the entire auto/transportation industry.

汽车经销商也有这种价格欺诈模式，服务和零件销售占其收入的不到10%，但占其利润的50%。这里的系统性问题极其严重。电动汽车的零件数量不到汽油动力汽车的一半，运动部件也很少——几乎没有一个会损坏或需要定期更换。电动汽车比汽油动力汽车更可靠，需要更少的维护或服务。众所周知，不仅是维修和更换零件的成本，还有在维护和修理过程中收取的劳动力和服务费，使汽油动力汽车在几年后的维护成本如此之高。如果西方世界转向电动汽车，仅这一因素就将消除制造商及其经销商的大部分收入和大部分利润，迫使整个汽车/运输行业进行大规模重组。

Below is a diagram for which I have lost the source. It displays some of the parts comprising a gasoline-powered auto, and by no means are all the parts displayed here.

下面是一个我已经失去来源的图表。它显示了汽油动力汽车的一些部件，但绝不是这里显示的所有部件。

Car parts; Internal Combustion Engine

汽车零部件；内燃机

Contrast the above photo with this one below of a complete platform for a Volvo EV. The only “moving parts” here are the wheels and suspension, and of course the electric motors that turn. Add a body shell and seats, and you have a car. And there are almost no other moving parts in the vehicle, meaning that almost no items will require either maintenance or replacement. You can see the problem: if 50% or more of profits evaporate overnight, the industry could not survive in its present form.

将上面的照片与下面这张沃尔沃电动汽车完整平台的照片进行对比。这里唯一的“运动部件”是车轮和悬架，当然还有转动的电动机。添加车身外壳和座椅，你就有了一辆车。而且车辆中几乎没有其他运动部件，这意味着几乎没有任何物品需要维护或更换。你可以看到问题：如果50%或更多的利润在一夜之间蒸发，该行业就无法以目前的形式生存。

Volvo EV; courtesy Volvo cars

沃尔沃电动汽车；沃尔沃汽车

真正的威胁——电力 — The Genuine Threat – Electricity

Electric cars are an existential threat to the international bankers in The City of London who are the final beneficial owners of most of the major oil companies and who control in one way or another much of the world’s petroleum extraction, shipping and insuring, as well as holding heavy stakes in the major Western auto makers. Thus, witnessing the trend to electric cars is like watching in slow motion the approach of one’s own funeral procession, one which appears unstoppable. The production and distribution of electricity cannot be controlled by these bankers because there are too many producers of electricity, mostly local or provincial governments who will not sell their infrastructure, and electricity is already widely distributed in almost every conceivable place. If nations turn to electric autos and generate their own electricity, our international bankers will suffer total losses in the trillions of dollars. You can see the urgency felt by these extractive vampires to control the world’s sources of automotive fuel. From all past experience, we already know they will stop at nothing to prevent the emergence of EVs, resurgence in spite of the vast environmental and social damage their products inflict.

电动汽车对伦敦金融城的国际银行家构成了生存威胁，他们是大多数主要石油公司的最终受益所有人，以某种方式控制着世界上大部分的石油开采、运输和保险，并持有西方主要汽车制造商的重大股份。因此，目睹电动汽车的趋势就像慢动作观看自己的葬礼队伍的到来，这似乎势不可挡。这些银行家无法控制电力的生产和分配，因为有太多的电力生产商，主要是地方或省级政府，他们不会出售基础设施，而且电力已经广泛分布在几乎所有可以想象的地方。如果各国转向电动汽车并自行发电，我们的国际银行家将遭受数万亿美元的总损失。你可以看到这些榨取式吸血鬼控制世界汽车燃料来源的紧迫感。根据以往的经验，我们已经知道，尽管电动汽车的产品造成了巨大的环境和社会破坏，但它们将不遗余力地阻止电动汽车的出现和复苏。

错误的解决方案——氢气 — The False Solution – Hydrogen

Around the 1990s, the US auto industry, led by GM and hugely supported by the mass media (the same mass media controlled by these same people), initiated a noisy propaganda campaign to eliminate electric vehicles as much as possible from the public mind and government attention, using the promotion of hydrogen fuel cell development as a fraudulent distraction. Hydrogen is far from a viable alternative for widespread public use, with many serious safety and distribution issues. Some manufacturers have produced concept cars, but we are still decades from a useful implementation which may never occur.

大约在20世纪90年代，由通用汽车领导并得到大众媒体（由这些人控制的大众媒体）大力支持的美国汽车行业发起了一场喧闹的宣传活动，尽可能地将电动汽车从公众和政府的注意力中消除，将氢燃料电池的发展作为一种欺诈性的分散注意力的手段。氢气远非广泛公共使用的可行替代品，存在许多严重的安全和分配问题。一些制造商已经生产了概念车，但我们距离可能永远不会实现的有用实施还有几十年的时间。

I don’t believe hydrogen can ever serve as fuel for other than highly-regulated specific uses. For one thing, hydrogen is extremely flammable and intrinsically lethal, and no amount of science will alter this. Most fires burn yellow and make a lot of smoke, so we know when there is a fire. But hydrogen fires are colorless and thus invisible. The only way you will know if your hydrogen-powered vehicle is on fire is when you suddenly find yourself burning to death. Even worse than buying a Tesla. Simply put, hydrogen is much too dangerous to be used as a common fuel by billions of people in uncontrolled circumstances.

我不相信氢气可以作为燃料用于高度监管的特定用途之外。首先，氢气极其易燃，本质上是致命的，任何科学都无法改变这一点。大多数火灾都是黄色的，会产生很多烟雾，所以我们知道什么时候发生火灾。但氢火焰是无色的，因此是看不见的。只有当你突然发现自己被烧死时，你才能知道你的氢动力汽车是否着火了。比买特斯拉还要糟糕。简单地说，氢气太危险了，不能在不受控制的情况下被数十亿人用作普通燃料。

I noted above that hydrogen is still far from a viable alternative for auto fuels, with many serious safety and distribution issues, but this is not the real problem. Driving the frantic push to hydrogen fuel cell vehicles is the fact that the only useful source of hydrogen in the quantities necessary for auto fuel is petroleum or, more precisely, natural gas – methane. If these few people can force the conversion from gasoline to hydrogen, they will not only avoid the massive and costly restructuring looming for the auto industry with the change to electric cars, but will continue forever to control the entire worldwide production and distribution system for vehicle fuels. They were so desperate that some years ago Toyota was bludgeoned into offering unlimited use of its thousands of fuel-cell patents without license fees, in the hope of kick-starting the process, in their words hoping to “spur development and introduction of innovative fuel cell technologies”. This small group of wealthy criminal bankers was forcing – and funding – an enormous push for cooperation between all possible parties, in what they have called “unconventional collaboration”, in an attempt to instill so much speed into the process as to overwhelm and kill electric automobiles and other forms of auto fuel.

我在上面提到，氢气仍然远远不是汽车燃料的可行替代品，存在许多严重的安全和分配问题，但这不是真正的问题。推动氢燃料电池汽车疯狂发展的事实是，汽车燃料所需数量的唯一有用的氢气来源是石油，或者更确切地说，是天然气——甲烷。如果这少数人能够迫使从汽油到氢气的转换，他们不仅可以避免随着向电动汽车的转变而迫在眉睫的汽车行业大规模而昂贵的重组，而且将永远控制整个全球汽车燃料的生产和分销系统。他们如此绝望，以至于几年前丰田公司被强行提供无限制使用其数千项燃料电池专利而不收取许可费，希望启动这一过程，用他们的话说，希望“刺激创新燃料电池技术的开发和引进”。这一小群富有的犯罪银行家正在推动并资助所有可能的各方之间的合作，他们称之为“非传统合作”，试图在这一过程中注入如此多的速度，以压倒和杀死电动汽车和其他形式的汽车燃料。

There is also the aspect of economic and political control, which is not a small thing. The small cabal of European bankers and industrialists who beneficially control most of the world’s international oil companies are on public record as stating that “If you control the oil, you control the world’s economies”. This is what is at stake; it is not merely their petroleum profits but their political and economic control of nations, that are severely threatened by the move away from petroleum fuels. Consider the fierce economic attack on Russia and Venezuela in late 2014 and 2015 by the dramatic depression in the price of oil, meant almost exclusively to collapse Russia’s petroleum-based economy. Such ‘sanctions’ would be equally successful if the world moves to methane-based hydrogen auto fuel, but would be futile with electric cars.

还有经济和政治控制方面，这不是一件小事。欧洲银行家和实业家组成的小集团实益控制着世界上大多数国际石油公司，他们公开宣称“如果你控制了石油，你就控制了世界经济”。这才是关键所在；摆脱石油燃料的举动严重威胁到的不仅是他们的石油利润，还有他们对国家的政治和经济控制。想想2014年底和2015年石油价格暴跌对俄罗斯和委内瑞拉的猛烈经济攻击，这几乎完全意味着俄罗斯以石油为基础的经济崩溃。如果世界转向甲烷基氢汽车燃料，这种“制裁”同样会成功，但对于电动汽车来说是徒劳的。

The matter is even more serious than mere control of the economies of other nations. The US military is counting on the power of its naval fleet to cut off China’s petroleum supply routes in the event of a war. A military without fuel is no military; all those ships and planes become immobile, useless hardware, as Japan discovered in 1940 when the US engineered a total embargo on oil to Japan, setting in motion the strike on Pearl Harbor. If China moves to fully electric autos, its domestic petroleum supplies might be sufficient for the military, thereby denying the US a major advantage. Thus, the push to hydrogen fuels is as much about political and military domination as about bankers’ profits.

这件事甚至比仅仅控制其他国家的经济更严重。美国军方指望其海军舰队的力量在发生战争时切断中国的石油供应路线。没有燃料的军队不是军队；所有这些船只和飞机都变成了无法移动、无用的硬件，正如日本在1940年发现的那样，当时美国对日本实施了全面的石油禁运，引发了对珍珠港的袭击。如果中国转向全电动汽车，其国内石油供应可能足以满足军方的需求，从而剥夺了美国的主要优势。因此，推动氢燃料的发展既是为了银行家的利润，也是为了政治和军事统治。

In terms of environmental effect, the production of hydrogen from methane is more damaging than is driving gasoline-powered cars, since the hydrogen extraction process actually releases more CO2 into the atmosphere than does the burning of gasoline, on a per-liter basis. It is also more expensive to produce than is gasoline. In addition, hydrogen is much less efficient than direct battery power, so fuel cell autos will be almost twice as expensive as pure electric cars. The only advantages of a fuel cell are the prospect of longer range and shorter refueling times, but battery development will no doubt remove these differences in time.

就环境影响而言，从甲烷中生产氢气比驾驶汽油动力汽车更具破坏性，因为氢气提取过程实际上每升向大气中释放的二氧化碳比燃烧汽油多。它的生产成本也比汽油贵。此外，氢气的效率远低于直接电池供电，因此燃料电池汽车的价格几乎是纯电动汽车的两倍。燃料电池的唯一优点是续航里程更长、加油时间更短，但电池开发无疑会消除这些时间上的差异。

There is a further problem in that for at least the past 40 years the main scaffold propping up the US dollar is that of pricing the world’s petroleum exclusively in US dollars. If the world moves fully and quickly to electric cars, the price of oil will collapse with the current artificial demand for the US dollar right behind it, settling somewhere around $0.30, making the US the world’s richest banana republic. This is such a sensitive issue that when the US agreed to pay Saudi Arabia the much higher oil prices in the early 1970s, a condition was that all petroleum would be priced and sold exclusively in US dollars and that to do otherwise “would be considered an act of war.”

还有一个问题是，至少在过去40年里，支撑美元的主要支架是将世界石油完全以美元定价。如果世界全面、迅速地转向电动汽车，石油价格将崩溃，目前对美元的人为需求将紧随其后，稳定在0.30美元左右，使美国成为世界上最富有的香蕉共和国。这是一个如此敏感的问题，以至于当美国在20世纪70年代初同意向沙特阿拉伯支付更高的油价时，一个条件是所有石油都将以美元定价和销售，否则“将被视为战争行为”

Today, China is building huge numbers of pure electric vehicles, filling not only Chinese roads, but increasingly being exported to other nations and even building EV factories in other countries. The demand for EVs is astonishing, suggesting that the entire world’s public is ready for this transition. But these bankers and financiers in The City of London are not giving up without a further fight. Indeed, it seems they have only just begun their war on electric vehicles and their sales promotion for hydrogen-fueled auto fires.如今，中国正在建造大量的纯电动汽车，不仅填满了中国的道路，而且越来越多地出口到其他国家，甚至在其他国家建造电动汽车工厂。对电动汽车的需求是惊人的，这表明全世界的公众都为这一转变做好了准备。但伦敦金融城的这些银行家和金融家并没有放弃进一步的斗争。事实上，他们似乎才刚刚开始对电动汽车的战争，以及对氢燃料汽车火灾的促销。

In early 2025, European Commission President Ursula von der Leyen promised a transformative clean industry agreement, that Brussels officials see as key to challenging China in “the global battle for supremacy in clean technologies”. But it isn’t a battle for “clean technologies”; it’s a battle for control of the production and sale of transportation fuels. Their plans include creative ways to “streamline the gas market” and to effectively eliminate taxation on companies producing hydrogen as transportation fuel. You can’t be clearer than that: make it very easy to access natural gas and produce hydrogen from it tax-free. This is called “decarbonization” instead of “surreptitious push for global power”. [1]

2025年初，欧盟委员会主席乌尔苏拉·冯德莱恩承诺达成一项变革性的清洁产业协议，布鲁塞尔官员认为这是在“全球清洁技术霸权之战”中挑战中国的关键。但这不是一场“清洁技术”之战；这是一场控制运输燃料生产和销售的斗争。他们的计划包括“简化天然气市场”的创造性方法，以及有效取消对生产氢气作为运输燃料的公司的税收。你再清楚不过了：让人们很容易获得天然气，并从中免税生产氢气。这被称为“脱碳”，而不是“暗中推动全球权力”。[1]

Their second thrust is to be the creation of “lead markets”, which would be meant to “stimulate demand” for hydrogen. They also intend to “boost financing” and “promote global markets and international partnerships”, thus rallying all sympathetic parties into one last big push to have hydrogen replace gasoline as auto and transportation fuel, and to kill EVs forever. The EU documents reflect von der Leyen’s earlier comments that the EU puppet-masters will not give up easily and plan to “stay the course” on climate action. But of course, this has nothing to do with climate action, nor about saving the environment. It is all about financial power and political control. The idealized nonsense about a “90% reduction in greenhouse gas emissions by 2040”, is just foolish propaganda for the sleeping masses to believe these people care when they don’t care. The most sensible way to eliminate toxic emissions is to ban gasoline-powered autos and trucks.

他们的第二个推动力是创建“领先市场”，这将意味着“刺激对氢的需求”。他们还打算“增加融资”和“促进全球市场和国际伙伴关系”，从而将所有持同情态度的各方团结起来，共同推动氢取代汽油作为汽车和交通燃料，并永远淘汰电动汽车。欧盟文件反映了冯德莱恩早些时候的评论，即欧盟傀儡主人不会轻易放弃，并计划在气候行动上“坚持到底”。当然，这与气候行动无关，也与拯救环境无关。这一切都是关于财政权力和政治控制。关于“到2040年温室气体排放量减少90%”的理想化无稽之谈，只是愚蠢的宣传，让沉睡的大众相信这些人在不在乎的时候在乎。消除有毒排放的最明智的方法是禁止汽油动力汽车和卡车。

According to various EU reports, “Hydrogen is expected to play a key role in a future climate-neutral economy, enabling emission-free transport.” [2] The report tells us further that “Almost all EU Member States recognise the important role of hydrogen in their national energy and climate plans for the 2021-2030 period. About half have explicit hydrogen-related objectives, focused primarily on transport and industry.

“根据欧盟的各种报告，“氢气预计将在未来气候中和经济中发挥关键作用，实现无排放运输。”[2]该报告告诉我们，“几乎所有欧盟成员国都认识到氢气在其2021-2030年国家能源和气候计划中的重要作用。大约一半的国家制定了明确的氢气相关目标，主要集中在运输和工业上。”

According to another EU report, “Renewable hydrogen has the potential to play a significant role in the energy system as a versatile energy carrier and feedstock that can help decarbonise a variety of applications in areas such as transportation, and electricity generation.” [3] You may want to read that a second time, to be sure you understand what they are really proposing. The puppet-masters at the EU are not only stating that hydrogen should be used as transportation fuel, but also to be burned in the generation of the electricity that would power EVs if they happen to win this war. In case you haven’t noticed, the word “transport” appears in every statement about hydrogen made by the bankers behind the EU Parliament and Ms. von der Leyen. The EU reports make vague concessionary mentions of “industry” or “manufacturing”, but it is clear their entire intent is toward transportation fuel. And the environment be damned, along with electric cars.

根据另一份欧盟报告，“可再生氢有可能在能源系统中发挥重要作用，作为一种多功能的能源载体和原料，可以帮助运输和发电等领域的各种应用脱碳。”[3]你可能想再读一遍，以确保你理解他们真正提出的建议。欧盟的傀儡大师们不仅表示，氢气应该被用作运输燃料，而且如果电动汽车碰巧赢得这场战争，氢气也应该被用于发电。如果你没有注意到，“运输”一词出现在欧盟议会和冯德莱恩女士背后的银行家们关于氢气的每一份声明中。欧盟的报告对“工业”或“制造业”做出了模糊的让步，但很明显，他们的全部意图都是为了运输燃料。环境和电动汽车都该死。

我们是怎么到这儿的？– How Did We Get Here?

This story begins more than 100 years ago, the same battles being fought then as now. I will include here some extracts from two earlier articles on this topic, similar versions which cover all the elements in more detail. [4] [5] I will provide here only a summary of the history of this enormous travesty that is still being inflicted on the world.

这个故事始于100多年前，当时和现在都在进行同样的战斗。我将在这里包括一些关于这个主题的前两篇文章的摘录，类似的版本更详细地涵盖了所有元素。[4][5]在此，我将仅概述这场仍在世界上上演的巨大悲剧的历史。

In the early 1900s when the US was busy industrialising, mass public transportation consisting of electric trains and trams was filling much of the nation’s needs. Autos were rapidly evolving at the same time, but gasoline-powered transportation, whether by private auto or mass transit, was on its way out. Almost all of the nation’s local and inter-city train transport was electric, and electric automobiles were rapidly gaining ground over their gas-powered rivals. By 1900, nearly 40% of all US cars were electric, and so popular that New York City had a fleet of electric taxis. Early electric cars outperformed their gas competitors and people liked them because they didn’t have the smell, noise, or vibration of gasoline cars, were easier to operate, and didn’t require cranking or gear changing. It appeared a certainty that electric vehicles were the wave of the future, but then within only about three years the transportation landscape irreversibly changed and electric vehicles, like the dinosaurs, suffered a fatal climate change and died. This is why:

20世纪初，当美国忙于工业化时，由电动火车和有轨电车组成的大众公共交通满足了该国的大部分需求。与此同时，汽车也在迅速发展，但汽油动力交通，无论是私人汽车还是公共交通，都在逐渐消失。全国几乎所有的地方和城际列车运输都是电动的，电动汽车正在迅速超越其燃气动力竞争对手。到1900年，美国近40%的汽车是电动的，而且非常受欢迎，以至于纽约市拥有了一支电动出租车车队。早期的电动汽车表现优于汽油车，人们喜欢它们，因为它们没有汽油车的气味、噪音或振动，更容易操作，也不需要启动或换档。电动汽车似乎是未来的潮流，但在短短三年内，交通格局发生了不可逆转的变化，电动汽车和恐龙一样，遭受了致命的气候变化并死亡。这就是为什么：

At that time, General Motors and the major oil companies were facing a multiple crisis. The auto market had already been saturated and sales growth so anemic that in the decade prior to the Depression, General Motors had lost enormous amounts of money, $65 million in one year alone and large amounts in later years. From 1927 to 1933, sales of GM’s main brands, Chevrolet and Buick, dropped by 50% and 80% respectively. GM was at the end of its rope and heading for bankruptcy before the end of the 1930s, oil company revenues and profits sharing this dismal future.

当时，通用汽车和主要石油公司正面临多重危机。汽车市场已经饱和，销售增长如此疲软，以至于在大萧条前的十年里，通用汽车公司损失了巨额资金，仅一年就损失了6500万美元，在后来的几年里损失了大量资金。从1927年到1933年，通用汽车的主要品牌雪佛兰和别克的销量分别下降了50%和80%。在20世纪30年代末之前，通用汽车已经走投无路，濒临破产，石油公司的收入和利润共同分享了这一黯淡的未来。

But then suddenly GM came to life with a vengeance and virtually remade the social and transportation landscape of North America. Those who controlled GM realised their only hope for salvation was to eliminate their one rival – mass public transport, and hatched a plan that would forever change the course of American society itself. One hundred years ago the people behind General Motors and John Rockefeller’s (Rothchild-financed) Standard Oil, using very large sums of money and every form of deception, coercion, extortion and intimidation short of murder, singlehandedly killed the US electric auto and train industry by buying up and destroying the rolling stock of almost 1,000 US railroads and tramways, almost totally killing off mass public transit in the US.

但突然间，通用汽车公司卷土重来，几乎重塑了北美的社会和交通格局。那些控制通用汽车的人意识到，他们唯一的救赎希望就是消除他们的一个竞争对手——大众公共交通，并制定了一项将永远改变美国社会本身进程的计划。一百年前，通用汽车公司和约翰·洛克菲勒（罗斯柴尔德资助）的标准石油公司背后的人，使用巨额资金和除谋杀外的各种形式的欺骗、胁迫、勒索和恐吓，通过购买和摧毁近1000条美国铁路和有轨电车的机车车辆，一手杀死了美国的电动汽车和火车行业，几乎完全扼杀了美国的公共交通。

GM scrapped streetcars

通用汽车报废有轨电车

But how could this happen? Do you have any idea how much money it would take to buy up all the electric locomotives and tram cars contained in 1,000 railroads? And it wasn’t only the rolling stock; GM purchased all the rights of way through which the railroads and tram systems passed, then chopped up those lands into small pieces and resold them so that the rights of way could never be reassembled to permit electric railroads again.

但这怎么可能发生呢？你知道买下1000条铁路中的所有电力机车和有轨电车需要多少钱吗？而且不仅仅是机车车辆；通用汽车购买了铁路和有轨电车系统通过的所有通行权，然后将这些土地切成小块并转售，这样通行权就永远无法重新组装以允许再次使用电气铁路。

Understand that this massive expense was not like spending billions on the construction of a new factory that could be expected to produce high profits within a year or two. All that rolling stock was simply scrapped, and the money lost forever. But GM was essentially bankrupt, so where would this money come from, to not only remain in production, but to embark on this extravagant venture that had no possible revenue or profit? The required sums would be enormous, extraordinary, countless billions in today’s dollars.

要知道，这笔巨额开支并不像花费数十亿美元建造一座预计在一两年内会产生高额利润的新工厂。所有的机车车辆都被报废了，钱也永远地损失了。但通用汽车基本上已经破产了，那么这笔钱从哪里来，不仅要继续生产，还要开始这项没有收入或利润的奢侈冒险呢？所需的金额将是巨大的、非同寻常的，以今天的美元计算，将达到无数亿美元。

No one in the US had this kind of loose cash during the Great Depression, and certainly not to simply trash and throw it away. The only source of funds of this magnitude would have been the Jewish bankers in the City of London. Since that time, GM has been essentially a criminal organisation, specialising in money rather than automobiles, with an almost insane level of greed on occasion, exhibiting all the typical signs of Khazar/Mafia organised crime including bullying, extortion, fraud, deliberate quality degradation, and an astonishing contempt for the lives of its customers. This unconscionable sabotage of America’s transportation infrastructure by a few powerful people evidences their criminal ability to effect sweeping changes in public life and culture, without public accountability or debate, or even awareness.

在大萧条时期，美国没有人有这种松散的现金，当然也不会简单地把它扔掉。如此规模的资金唯一来源将是伦敦金融城的犹太银行家。从那时起，通用汽车基本上就是一个犯罪组织，专门从事金钱而不是汽车，有时贪婪程度近乎疯狂，表现出哈扎尔/黑手党有组织犯罪的所有典型迹象，包括欺凌、勒索、欺诈、故意降低质量，以及对客户生命的惊人蔑视。少数有权势的人对美国交通基础设施的这种不合情理的破坏，证明了他们有能力在没有公众问责、辩论甚至意识的情况下，对公共生活和文化进行彻底的改变。

When California legislated that a percentage of all vehicles sold in the state had to be electric, GM not only fought for years, but eventually sued the state, joined in the lawsuit by the US government itself, and forced California to back off. When their lawsuit was successful, GM immediately repossessed all the electric vehicles it had sold, and crushed them for scrap. That was the second time that GM killed the electric car.

当加利福尼亚州立法规定该州销售的所有汽车中必须有一定比例是电动汽车时，通用汽车不仅斗争了数年，而且最终起诉了该州，美国政府也加入了诉讼，并迫使加利福尼亚州让步。当他们的诉讼成功后，通用汽车立即收回了其销售的所有电动汽车，并将其粉碎报废。这是通用汽车第二次淘汰电动汽车。

There was another matter, relating to battery capacity and range. A firm named Ovonics had developed new NiMH technology that would have increased the range of electric vehicles to at least 400-500 Kms between charges, thereby making private electric transportation possible on a mass scale. GM immediately bought – at a very high price – the exclusive worldwide patent rights to this NiMH technology and locked it in a closet, refusing to license any firms to produce these batteries for auto use. GM later sold these patent rights to US-based Texaco-Chevron oil, who even today refuses access to this technology. NiMH has proven to be the best battery for plug-in electric cars, but manufacturers have been forced into lithium technology (which is about 6 times as expensive and with no recycle value) because of GM’s determination to prevent electric autos from ever becoming a reality. And so, for the third time, General Motors successfully killed the electric car.

还有另一个问题，涉及电池容量和续航里程。一家名为Ovonics的公司开发了新的镍氢技术，该技术将使电动汽车的续航里程在两次充电之间至少增加到400-500公里，从而使私人电动交通成为可能。通用汽车立即以非常高的价格购买了这种镍氢电池技术的全球独家专利权，并将其锁在壁橱里，拒绝授权任何公司生产这些汽车用电池。通用汽车后来将这些专利权出售给了总部位于美国的德士古雪佛龙石油公司，即使在今天，该公司也拒绝使用这项技术。镍氢电池已被证明是插电式电动汽车的最佳电池，但由于通用汽车决心阻止电动汽车成为现实，制造商被迫采用锂技术（其价格约为锂技术的6倍，且没有回收价值）。因此，通用汽车公司第三次成功地淘汰了电动汽车。

It is tragic that electric automobiles were killed off so early in their life. Had that transition been permitted to occur at its inception, we would have now had more than 100 years of intense battery research and development and incalculable benefits to the world’s environment. We can only guess at the possible results. Our electric autos would today easily have 1,000 miles of range; we would have electric airplanes; small drones and flying taxis might have emerged 50 years earlier.

电动汽车在生命的早期就被淘汰了，这很可悲。如果允许这种转变在一开始就发生，我们现在将拥有100多年的电池研究和开发，并为世界环境带来不可估量的好处。我们只能猜测可能的结果。今天，我们的电动汽车很容易就能行驶1000英里；我们会有电动飞机；小型无人机和飞行出租车可能早在50年前就出现了。

The following quote is so compellingly true it should be engraved on the mind of every citizen:

以下这句话非常真实，应该铭刻在每个公民的心中：

“The long-term negative effects of this conspiracy of some of America’s most ruthless corporations are literally beyond calculation. The forced switch from environmentally-friendly public transit to the private car and diesel buses results in squandering irreplaceable petroleum resources and all the murder and mayhem which has gone to secure or steal oil around the world. The conspiracy to destroy electric autos and electric mass transport has resulted in vastly increased pollution and, ultimately, in climatic change. The engineered obsession with the private car has led to millions of excess deaths and injuries in automobile accidents, hundreds of billions of dollars in debt for Americans and a catastrophic change in the way American cities have developed, with the devastation of urban neighborhoods, the destruction of urban small business and countless other economic and sociological effects.” (Making the World Safe for Hypocrisy)“美国一些最无情的公司的这一阴谋的长期负面影响简直无法计算。被迫从环保公共交通转向私家车和柴油公交车，导致了不可替代的石油资源的浪费，以及世界各地为保护或窃取石油而发生的所有谋杀和混乱。摧毁电动汽车和电动大众交通的阴谋导致了污染的大幅增加，并最终导致了气候变化。对私家车的痴迷导致了数百万人在车祸中过度死亡和受伤，美国人负债数千亿美元，美国城市发展方式发生了灾难性变化，城市社区遭到破坏，城市小企业遭到破坏，以及无数其他经济和社会影响。”（让虚伪的世界安全）

大萧条简记 — A Brief Note on the Great Depression

It would help you to obtain a full perspective of this war against electric cars, and understand that it was really a war against people. The Great Depression was a worldwide phenomenon, but initiated in the US by the bankers from The City of London who control the US FED. Perhaps only 50% of the depression was financial; the balance was environmental, but the combination was a human catastrophe. During this period of perhaps ten years, few people had a job. Farmlands were devastated by drought; crops withered and died and anything remaining was eaten by hordes of insects. Countless millions of farm animals died and no one counted the human carnage. Few families had enough to eat. There are many recorded instances of families offering to sell (or even give away) their children because they had no money to feed them. The poverty was unimaginable. I am not fond of Americans today, but one’s heart must ache when witnessing the misery of Americans during the 1930s.

这将有助于你全面了解这场反对电动汽车的战争，并明白这实际上是一场反对人民的战争。大萧条是一个世界性的现象，但由控制美联储的伦敦金融城银行家在美国发起。也许只有50%的萧条是金融方面的；这种平衡是环境方面的，但这种结合是一场人类灾难。在这大约十年的时间里，很少有人有工作。农田被干旱摧毁；庄稼枯萎死亡，剩下的都被成群的昆虫吃掉了。数以百万计的农场动物死亡，没有人统计这场人类大屠杀。很少有家庭有足够的食物。有许多记录显示，一些家庭因为没有钱养活孩子而提出出售（甚至放弃）他们的孩子。贫穷是难以想象的。我不喜欢今天的美国人，但当目睹20世纪30年代美国人的苦难时，一个人的心一定很痛。

And yet it was directly in the midst of this almost unimaginable human suffering that the psychopathic gangsters in The City of London chose to totally destroy the entire public infrastructure of the US, merely to protect their petroleum profits. The inhumanity of this, the savagery, is almost incomprehensible. But they did it and, by rewriting history, they have escaped condemnation.

然而，正是在这种几乎无法想象的人类苦难中，伦敦金融城的精神变态歹徒选择完全摧毁美国的整个公共基础设施，仅仅是为了保护他们的石油利润。这种野蛮的不人道行为几乎令人无法理解。但他们做到了，通过改写历史，他们逃脱了谴责。

There are two related articles you may care to read. One is titled “The Richest Man in the World”, [7] which will add much perspective to your understanding of the people behind these events and circumstances. The second is titled, “The City of London”. [8] Both contain information you will not find anywhere else, and should be considered mandatory reading for those wanting to understand our world today.

有两篇相关的文章你可能会感兴趣阅读。其中一个标题是“世界上最富有的人”，[7]这将为你理解这些事件和情况背后的人增添很多视角。第二个标题是“伦敦城”。[8]这两本书都包含了你在其他任何地方都找不到的信息，对于那些想了解当今世界的人来说，这本书应该被视为必读读物。

后记 — Epilogue

So, why isn’t the Western world flooded with electric cars? Because the Jewish bankers in The City of London don’t want them. And that’s the whole story.

那么，为什么西方世界没有充斥着电动汽车呢？因为伦敦金融城的犹太银行家不想要他们。这就是整个故事。

Mr. Romanoff’s writing has been translated into 34 languages and his articles posted on more than 150 foreign-language news and politics websites in more than 30 countries, as well as more than 100 English language platforms. Larry Romanoff is a retired management consultant and businessman. He has held senior executive positions in international consulting firms, and owned an international import-export business. He has been a visiting professor at Shanghai’s Fudan University, presenting case studies in international affairs to senior EMBA classes. Mr. Romanoff lives in Shanghai and is currently writing a series of ten books generally related to China and the West. He is one of the contributing authors to Cynthia McKinney’s new anthology ‘When China Sneezes’. (Chap. 2 — Dealing with Demons).

罗曼诺夫的文章已被翻译成34种语言，并在30多个国家的150多个外语新闻和政治网站以及100多个英语平台上发表。拉里·罗曼诺夫是一位退休的管理顾问和商人。他曾在国际咨询公司担任高级管理职务，并拥有国际进出口业务。他一直是上海复旦大学的客座教授，为高级EMBA课程提供国际事务案例研究。罗曼诺夫先生住在上海，目前正在写一系列与中国和西方有关的十本书。他是辛西娅·麦金尼（Cynthia McKinney）新选集《当中国打喷嚏》（When China Sneeze）的特约作者之一。（第二章——对付恶魔）

His full archive can be seen at

他的完整档案可以在

https://www.bluemoonofshanghai.com/ + https://www.moonofshanghai.com/

He can be contacted at:2186604556@qq.com

可以通过以下方式联系他：2186604556@qq.com

NOTES

[1] Leaked document: EC plans to replace fossil fuels with hydrogen and reduce carbon emissions by 90%

[2] EU hydrogen policy – European Parliament

https://www.europarl.europa.eu/RegData/etudes/BRIE/2021/689332/EPRS_BRI(2021)689332_EN.pdf

[3] EU rules for renewable hydrogen

https://www.europarl.europa.eu/RegData/etudes/BRIE/2023/747085/EPRS_BRI(2023)747085_EN.pdf

[4] The American Love Affair with the Automobile”

[5] Americans and Automobiles: Capitalism and Propaganda

[6] The History of the Electric Car

https://www.energy.gov/articles/history-electric-car

[7] The Richest Man in the World

[8] The City of London

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