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Documents are largely from what is referenced by interesting films, Prison Planet/Infowars and the Corbett Report. This database is a quick reference and for your analysis, more independent from others' interpretations. The database includes almost all source documents and articles from these films: Loose Change (Final Cut & 2nd Edition), Fabled Enemies, The Obama Deception, End Game, Martial Law 9/11, American Dictators, Matrix of Evil, Zeitgeist: Addendum, Who Killed The Electric Car?, The World According To Monsanto, Mind The Gap, and 7/7 Ripple Effect.
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Rupert Murdoch's Greatest Moments in Ethics and Integrity Are we still talking about this whole phone-hacking scandal at News Corp.? That's such old news.
Tapping into the voicemails of major political figures and murder victims? Everybody did it. Top executives at one of the world's largest media companies arrested? A few bad apples. A cover-up that reaches the highest levels of the British government and law enforcement? Trumped-up charges from jealous rivals. Pie throwing in Parliament? OK, that guy must be a terrorist. Good thing Wendi clocked him.
You want Congress to investigate what News Corp. might have done in the United States? Are you some kind of Marxist?
Let's get back to what really matters. Profits are up at News Corp. And, as Rupert Murdoch assured investors yesterday, "There can be no doubt about our commitment to ethics and integrity." (Huffington Post)
Corporate Profits Hit New Record, U.S. Workers Still Struggling Happy days are back! During the summer months, corporations logged their biggest profits since the government started counting way back in the age of Elvis, and the economy expanded at a slightly faster pace than previously thought. Surely, when Caterpillar and Morgan Stanley are swimming in lucre, life must be getting more wonderful for everyone.
Alas, no. Word that American businesses sucked in profits at an annualized pace of $1.66 trillion between July and September is certainly better than the alternative. Ditto, the wholly expected news that the economy grew faster than an initially reported 2 percent annual rate, reaching a still modest 2.5 percent. But none of this has translated into the sort of job growth that will be required to cut into an unemployment rate stuck at 9.6 percent. Worse, there is little reason to suspect it will anytime soon.
We have been hearing for so long now that, once companies start making real money, they will feel the urge to expand. Then, they will hire lots of people, and we can stop worrying and resume shopping. Yet so far--this most recent quarter included--all we have gotten is an extended lesson in the modern workings of a stubbornly lean job market and a display of what now stands as American management's core competency: How to rack up profits and reward shareholders while keeping the cubicles empty. (Huffington Post)
Who Ignored the Facts About the Electric Car? by Dave Barthmuss. The film EV Confidential: Who Killed the Electric Car? showcased the intense passion for GM's out-of-production EV1 electric vehicle. I understand why. It was great technology for its day, a great concept and a great car. GM was and is proud to have brought the electric vehicle concept as far as it did and further than any other electric vehicle project attempted by any other automaker around the globe. Sadly, despite the substantial investment of money and the enthusiastic fervor of a relatively small number of EV1 drivers
including the filmmaker
the EV1 proved far from a viable commercial success.
But the story for GM does not end with the final credits on the movie. I've been the person who has spent the last few years answering the questions of why GM discontinued the program. Although I have not seen the movie or received an advanced DVD as others have from the film's producers, I can tell you that based on what I have heard there may be some information that the movie did not tell its viewers. The good news for electric car enthusiasts is that although the EV1 program did not continue, both the technology and the GM engineers who developed it did. In fact, the technology is very much alive, has been improved and carried forward into the next generation of low-emission and zero-emission vehicles that are either on the road, in development or just coming off the production line. (General Motors)
White House had long planned GM and Chrysler bankruptcies Documents filed with the US Bankruptcy Court for the Southern District of New York make it clear that Obama’s Auto Task Force—headed by millionaire private equity manager Steven Rattner—had decided as early as Inauguration Day that a court-ordered restructuring of GM and Chrysler was needed (World Socialist Web Site)
U.S. to propose most aggressive auto fuel standards Barack Obama will propose on Tuesday the most aggressive U.S. auto fuel efficiency standards ever, a policy that also aims to resolve a dispute with the state of California over cutting tailpipe emissions (Reuters)
Top 25 of 2009: # 2 Security and Prosperity Partnership: Militarized NAFTA Leaders of Canada, the US, and Mexico have been meeting to secretly expand the North American Free Trade Agreement (NAFTA) with “deep integration” of a more militarized tri-national Homeland Security force. Taking shape under the radar of the respective governments and without public knowledge or consideration, the Security and Prosperity Partnership (SPP)—headquartered in Washington—aims to integrate the three nations into a single political, economic, and security bloc.
The SPP was launched at a meeting of Presidents George W. Bush and Vicente Fox, and Prime Minister Paul Martin, in Waco, Texas, on March 31, 2005. The official US web page describes the SPP as “. . . a White House-led initiative among the United States and Canada and Mexico to increase security and to enhance prosperity . . .” The SPP is not a law, or a treaty, or even a signed agreement. All these would require public debate and participation of Congress.
The SPP was born in the “war on terror” era and reflects an inordinate emphasis on US security as interpreted by the Department of Homeland Security. Its accords mandate border actions, military and police training, modernization of equipment, and adoption of new technologies, all under the logic of the US counter-terrorism campaign. Head of Homeland Security Michael Chertoff, along with Secretary of State Condoleezza Rice and Secretary of Finance Carlos Gutierrez, are the three officials charged with attending SPP ministerial conferences. (Project Censored)
OP-ED CONTRIBUTOR; The Center Shouldn't Hold IT'S just a red stake stuck in an anonymous spread of pasture 20 miles north of Belle Fourche, S.D., a rodeo town of about 5,000 inhabitants. But it is also the geographical center of the United States of America, as defined by the National Geodetic Survey in 1959. Or at least it is for now.
To find it, says Teresa Schanzenbach, executive director of the town's chamber of commerce, ''you have go into a ditch, cross a barbed-wire fence and maneuver amongst the cactus and cow pies.'' So, plans are that in August, the center of the nation is to be moved 20 miles south, and an eye-catching granite monument will be unveiled in Belle Fourche itself so that visitors can see it more easily.
This may seem like a high-handed way to treat both geography and the United States itself. Certainly the implications reach well beyond Belle Fourche. Is the balance of the nation going to be affected? Will there be a seismic tilt towards Canada? And can we be sure that the center won't shift again? History certainly suggests that it will -- and within the foreseeable future.
The event that made Belle Fourche the focal point of the nation's land mass was the admission of Hawaii and Alaska in 1959. Never have the frontiers of the United States remained fixed for so long.
Unlike the European Union, where six large nations jostle for power with 21 others of varying size, any North American model would inevitably be dominated by the partner whose population and economy are respectively almost three and six times bigger than those of the other two put together. It is significant that even at this early stage, all Security and Prosperity Partnership agreements have involved the United States, although often excluding one of the other two partners, and that American regulations are the norm for most of the partnership's 24 existing bilateral and trilateral agreements covering trade and security.
In other words, folks like Mr. Dobbs and Representative Goode are facing in the wrong direction. The partnership is increasing rather than diminishing the scope of United States sovereignty. History is resuming its normal course. It may be slower than invasion or purchase, but the regulations and agencies needed to enforce them will pull Canada and Mexico within the reach of United States jurisdiction as effectively as any means that Seward envisioned. Meanwhile, the citizens of Belle Fourche would be well advised to make the new geographical center of the United States transportable. It may eventually need to travel to somewhere near Omaha. (New York Times)
Who Killed the Electric Car? s a 2006 documentary film that explores the creation, limited commercialization, and subsequent destruction of the battery electric vehicle in the United States, specifically the General Motors EV1 of the mid 1990s. The film explores the roles of automobile manufacturers, the oil industry, the US government, the Californian government, batteries, hydrogen vehicles, and consumers in limiting the development and adoption of this technology.
It was released on DVD to the home video market on November 14, 2006 by Sony Pictures Home Entertainment.
During an interview with CBS News, director Chris Paine announced that he would be making a sequel: Who Saved the Electric Car?, later renamed Revenge of the Electric Car. (Wikipedia)
Crimes Against Nature: Bush is sabotaging the laws that have protected America's environment for more than thirty years George W. Bush will go down in history as America's worst environmental president. In a ferocious three-year attack, the Bush administration has initiated more than 200 major rollbacks of America's environmental laws, weakening the protection of our country's air, water, public lands and wildlife. Cloaked in meticulously crafted language designed to deceive the public, the administration intends to eliminate the nation's most important environmental laws by the end of the year. Under the guidance of Republican pollster Frank Luntz, the Bush White House has actively hidden its anti-environmental program behind deceptive rhetoric, telegenic spokespeople, secrecy and the intimidation of scientists and bureaucrats. The Bush attack was not entirely unexpected. George W. Bush had the grimmest environmental record of any governor during his tenure in Texas. Texas became number one in air and water pollution and in the release of toxic chemicals. In his six years in Austin, he championed a short-term pollution-based prosperity, which enriched his political contributors and corporate cronies by lowering the quality of life for everyone else. Now President Bush is set to do the same to America. After three years, his policies are already bearing fruit, diminishing standards of living for millions of Americans.
I am angry both as a citizen and a father. Three of my sons have asthma, and I watch them struggle to breathe on bad-air days. And they're comparatively lucky: One in four African-American children in New York shares this affliction; their suffering is often unrelieved because they lack the insurance and high-quality health care that keep my sons alive. My kids are among the millions of Americans who cannot enjoy the seminal American experience of fishing locally with their dad and eating their catch. Most freshwater fish in New York and all in Connecticut are now under consumption advisories. A main source of mercury pollution in America, as well as asthma-provoking ozone and particulates, is the coal-burning power plants that President Bush recently excused from complying with the Clean Air Act. (Rolling Stone)
Leased and Abandoned: Revolt of the EV-1 Lovers That move has set off a contentious debate between the automaker, which introduced the model with great fanfare in 1996 but now says that demand was not high enough to justify keeping it on the market, and drivers like Mr. Horton, who not only like the car's environmental qualities but also the two-seater's pep and handling (New York Times)
The amicus brief the Bush Justice Department filed on behalf of car companies suing California is just the latest attack and the one that hits closest to home (Sacramento Bee)
White House Joins Fight Against Electric Cars The Bush administration went to court today to support the automobile industry's effort to eliminate requirements in California that auto manufacturers sell electric cars.
President Bush's chief of staff, Andrew H. Card Jr., was the chief lobbyist for General Motors, one of the plaintiffs in the case. Mr. Card was also head of an auto industry trade association when California proposed to require electric vehicles, and has publicly opposed such a requirement.
Under California clean air rules, 10 percent of the vehicles sold in the 2003 to 2008 model years must be electric or ''zero-emission vehicles.'' But the state, recognizing that the car companies were not ready to meet that goal, offered to let them sell hybrid vehicles, which run on gasoline and electricity, to satisfy part of the requirement.
Still, the industry wants to avoid having quotas at all and was not satisfied with that relaxation of the rules. It sued the state, arguing that the hybrid provision violated federal law. (New York Times)
The Ties That Blind Big Oil Goes Hunting for Electric Cars in California. If It Wins, We All Lose
"The AAMA is conducting a search for a qualified contractor to manage a statewide grassroots and educational campaign in California to create a climate in which the state's mandate requiring automakers to produce a fixed percentage of electric vehicles beginning in 1998 can be repealed," (The Environmental Magazine)
Running on Empty Detroit automakers have spent millions attempting to unplug California's effort to put electric cars on the road. And so far, Detroit's succeeding. (SF Weekly)
Texaco To Buy GM's Share in Ovonics Texaco Inc. said Tuesday it has agreed to buy General Motors Corp.'s majority share of a company that develops high-capacity batteries for hybrid vehicles that run on gas and electric power (Associated Press)
Ford and GM Scrutinized for Alleged Nazi Collaboration After the outbreak of war in September 1939, General Motors and Ford became crucial to the German military, according to contemporaneous German documents and postwar investigations by the U.S. Army. James Mooney, the GM director in charge of overseas operations, had discussions with Hitler in Berlin two weeks after the German invasion of Poland. (Washington Post)
General Motors EV1 was an electric car produced and leased by the General Motors Corporation from 1996 to 1999.[1] It was the first mass-produced and purpose-designed electric vehicle of the modern era from a major automaker, and the first GM car designed to be an electric vehicle from the outset. The decision to mass-produce an electric car came after GM received a favorable reception for its 1990 Impact electric concept car, upon which the design of the EV1 drew heavily. Inspired partly by the Impact's perceived potential for success, the California Air Resources Board (CARB) subsequently passed a mandate that made the production and sale of zero-emission vehicles a requirement for the seven major automakers selling cars in the United States to continue to market their vehicles in California. The EV1 was made available through limited lease-only agreements, initially to residents of the cities of Los Angeles, California and Phoenix and Tucson, Arizona.[2] EV1 lessees were officially participants in a "real-world engineering evaluation" and market study into the feasibility of producing and marketing a commuter electric vehicle in select U.S. markets undertaken by GM's Advanced Technology Vehicles group.[3][4] The cars were not available for purchase, and could be serviced only at designated Saturn dealerships. Within a year of the EV1's release, leasing programs were also launched in San Francisco and Sacramento, California, along with a limited program in the state of Georgia.
While customer reaction to the EV1 was positive, GM believed that electric cars occupied an unprofitable niche of the automobile market as they were only able to lease 800 units in face of production costs of US$1 billion over four years.[5] An alliance of the major automakers litigated the CARB regulation in court, resulting in a slackening of the ZEV stipulation, permitting the companies to produce super-low-emissions vehicles, natural gas vehicles, and hybrid cars in place of pure electrics. The EV1 program was subsequently discontinued in 2002, and all cars on the road were repossessed. Lessees were not given the option to purchase their cars from GM, which cited parts, service, and liability regulations. The majority of the repossessed EV1s were crushed, and the rest delivered to museums and educational institutes with their electric powertrains deactivated, under the agreement that the cars were not to be reactivated and driven on the road.
The EV1's discontinuation remains controversial, with electric car enthusiasts, environmental interest groups and former EV1 lessees accusing GM of self-sabotaging its electric car program to avoid potential losses in spare parts sales (sales forced by government regulations), while also blaming the oil industry for conspiring to keep electric cars off the road. (Wikipedia)
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So check out some mainstream evidence and see if you naturally end up agreeing with an alternate analysis.
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