Two weeks ago I said that I would be writing several columns about transportation in the U.S. This is the final one of that series, at least for now. In the life of this blog I have written about the future of transportation and what it will and should look like. I am sure I will revisit the topic again as it is one of the most critical transitions this country will have to make over the next ten years.

In January, I wrote about high speed trains with the recommendation that they become a cornerstone in the new foundation of U.S transportation. That column was followed up by suggesting a vision of what transportation in the U.S. could look like in 2015. Since that time of course oil has continued its price climb, and the pain at the pump has translated into significant changes in behavior, noted here and here. It is now a fact that $4 a gallon gasoline was the pain threshold needed. As citizens of the U.S. and the world we need to act with certainty that this will be the price floor for gasoline long-term.

In the above referenced columns I wrote about a new vision for transportation in this country. In the North – South corridors of the country that are highly populated, such as the Boston – Miami corridor, the Minneapolis – Indianapolis corridor, the Denver – Houston corridor and …

GM, Ford and Chrysler represent to a large degree the Industrial Age legacy of manufacturing in the U.S. “What was good for General Motors was good for the United States” was, for decades in the 20^th century a very true statement. The manufacturing might of America post WWII was an economic miracle and the apotheosis of the Industrial Age. Supported by the explosive growth of television and the American advertising business, the consumer market of wondrous new goods exploded. The Big Three auto companies rode this wave to unprecedented success.

Every year, there were the exciting new model introductions of all the auto makes in the Fall. Families became conditioned to buying new cars every few years just to keep up with the styling – and their neighbors.. Planned obsolescence was part of the business plan of the U.S. auto industry. The oil embargo of 1973-74 was a major hiccup and it provided a market opportunity for Japanese auto makers to enter the market with small cars that provided higher MPG than those provided by the Big Three. Once the price of oil collapsed after the Iranian revolution the next two decades of cheap oil allowed the Big Three to manufacture ever bigger SUVs and trucks which they sold the American public with their powerful marketing efforts.

The problem was that the leadership of the Big Three never adjusted to the post-9/11 world. Oil has increased in price by 1400% since 1998 and …

The fact that you know what I mean when I write the two words “Big Three” points to the power of Detroit and U.S. automotive marketing in the last half of the 20^th century. The fact that they are no longer the big three in terms of sales in the U.S. points to the reality of the 21^st century.

This year Toyota will finally top GM in sales in the U.S. In 2005 GM’s market share was twice that of Toyota’s. Think Prius and fuel economy. GM recently announced the closing of four manufacturing plants in North America and Mexico. Guess what they made there? Trucks and SUVs. Think $4 and soon $5 gallon gasoline. Since 1991, the Ford F-150 pick-up truck was the number one selling vehicle every year in the U.S. Not this year. 2007 will be the last year that a pick up truck will ever be the best selling vehicle in the country. Chrysler, while still getting plenty of style points for their vehicles, has been sold twice and, like Ford and GM is losing billions of dollars. Wall Street is downgrading Big Three stocks. The early 20^th century phrase: “What is good for General Motors is good for America” is no longer operative because GM lost their view on what was good for America.

Now, long time readers of this column know that I have written positively about GM in past columns. …

This will be the first of several columns on the state of transportation in the U.S. Regular readers of this column know that for years I have predicted the current high price of oil, the sales collapse of the truck and SUV markets and the need for electric cars. In addition it has been stated here that the future of U.S. transportation must include high speed trains, and a better integration of airplane, train and local mass transit. Finally it should start being clear to anyone paying attention [still too few of the population] that the now permanent high price — relative to prices since the mid 1980s – of gasoline will have a profound effect on behavior and our perceptions of where to live and work and how to live. Our culture, our society, our economy and the landscape of this country are about ready to undergo significant and massive change.

The recent news that SUV and pick up truck sales had plummeted compared to last year is worthy of comment. The obvious reason is the price of gasoline. As I wrote here recently, $4 a gallon gas is finally inflicting enough pain to change behavior. All the cars that showed the greatest sales growth year to year were small cars that get good gas mileage. For the first time in 17 years, a car, rather than a truck was the best selling vehicle. It is about time.

Decades ago trucks used to be …

When I wrote my first column on the electric car early in 2007 it was triggered by the announcement that GM was going to bring the Chevrolet Volt to market in 2010. As stated then, this was a significant event in that this was going to be the first plug-in car produced in significant volume and at an affordable price. GM was underscoring this by putting the Chevrolet name plate on the car. Plug-in cars are important as they have the potential for transportation with no heat and emission generating combustion. Significant volume is important because anything less will not lessen use of fossil fuels and resultant greenhouse emissions.

The reason that the Volt cannot be produced prior to 2010 is that there is no current battery technology that will work for the consumer auto market. The drive train battery must be able to last for 5,000 charges, not generate excessive heat, be able to function from -10 to 110 degrees Fahrenheit, and have a charge last for a minimum of 40-50 miles. Since the battery technology of choice for GM is lithium ion, the type of battery used in laptops, the challenge is clear to anyone experiencing the heat and short length of use of a laptop on battery power. Think of bundling a hundred such batteries to power a car. I have written two columns in this space and in my new book “The Shift Age” about the quest for the …