Amory B. Lovins Disruptive Energy Futures
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Reinterpreting Vehicle Ownership in the Era of Shared and Smart Mobility Rounaq Basu
Reinterpreting Vehicle Ownership in the Era of Shared and Smart Mobility by Rounaq Basu B.Tech. in Civil Engineering Indian Institute of Technology Bombay (2016) Submitted to the Department of Urban Studies and Planning in partial fulfillment of the requirements for the degrees of Master in City Planning (MCP) and Master of Science in Transportation (MST) at the MASSACHUSETTS INSTITUTE OF TECHNOLOGY June 2019 ○c Rounaq Basu, MMXIX. All rights reserved. The author hereby grants to MIT permission to reproduce and to distribute publicly paper and electronic copies of this thesis document in whole or in part in any medium now known or hereafter created. Author............................................................................ Department of Urban Studies and Planning May 21, 2019 Certified by. Joseph Ferreira Professor of Urban Planning & Operations Research Thesis Supervisor Accepted by....................................................................... Ceasar McDowell Professor of the Practice Co-Chair, MCP Committee Accepted by....................................................................... Heidi Nepf Donald and Martha Harleman Professor of Civil and Environmental Engineering Chair, Graduate Program Committee 2 Reinterpreting Vehicle Ownership in the Era of Shared and Smart Mobility by Rounaq Basu Submitted to the Department of Urban Studies and Planning on May 21, 2019, in partial fulfillment of the requirements for the degrees of Master in City Planning (MCP) and Master of Science in Transportation (MST) Abstract Emerging transportation technologies like autonomous vehicles and services like on-demand shared mobility are casting their shadows over the traditional paradigm of vehicle owner- ship. Several countries are witnessing stagnation in overall car use, perhaps due to the proliferation of access-based services and changing attitudes of millennials. Therefore, it becomes necessary to revisit this paradigm, and reconsider strategies for modeling vehicle availability and use in this new era. -
Changing Automobility: Is It Real? Noreen C. Mcdonald May 16, 2017
Changing Automobility: Is it Real? Noreen C. McDonald May 16, 2017 Planning for transport infrastructure requires estimates of future travel demand. For many decades, steady growth in travel led policymakers and planners to focus on how to provide sufficient transport supply to avoid congestion. However, over the past twenty years trends have caused many in industrialized countries to ask if we are experiencing shifts in travel behavior that require new ways of thinking about travel demand and infrastructure investment. Is Auto Use Declining? The short answer is yes. Government traffic count data from the US and UK show that aggregate annual VMT dropped year on year starting in 2007 (Figure 1). This trend continued until 2013. In the US and UK, aggregate road travel has now exceeded pre-global financial crisis levels. Figure 1: Aggregate Vehicle Miles of Travel (All Sources), United States and Great Britain Annual VMT Change in Annual VMT (1995=100) 3500 135 3000 125 2500 2000 115 1500 105 Billion Miles Billion 1000 95 500 US GBx10 US GB 0 85 1995 2000 2005 2010 2015 1995 2000 2005 2010 2015 Year Year Source: Traffic Volume Trends, FHWA; Table TRA0101, UK Department for Transport Aggregate trends are sensitive to population growth. Per capita VMT estimates from traffic count data show driving peaking in 2004, dropping through 2013, and, more recently, growing (Figure 2). Figure 2: Per Capita Vehicle Miles of Travel (All Sources), United States and Great Britain Annual Per Capita VMT Change in Per Capita VMT (1995=100) 12000 135 10000 125 8000 115 Miles 6000 105 4000 2000 95 US GB US GB 0 85 1995 2000 2005 2010 2015 1995 2000 2005 2010 2015 Year Year Source: Traffic Volume Trends, US FHWA; US Census Bureau; Table TRA0101, UK Department for Transport; UK Office for National Statistics Government statistics from traffic counts include all types of vehicles and purposes from personal travel to commercial. -
How to Retire Early Making Accelerated Coal Phaseout Feasible and Just “Possible Quote on the Report/Research Topic Here
M OUN KY T C A I O N R I N E STIT U T How To Retire Early Making Accelerated Coal Phaseout Feasible and Just “Possible quote on the report/research topic here. Et que prorpos et, consedi dolupta spicid quam nus qui audipit verumet usdandi genima venimagni sandiat iatur? Quia volorror ad quossimet ulpa seque ab il min coraeribus aut repudis esto magnientus, sum nos ea erum es samuscimus mo quodissimus qui ute et landis aut enisque volor alitate essed molupidunt voluptat qui coressin nulparumqui rerem re pa et haria nonsedit dere voluptam vene es eum volorep eribusanim rem est, as explitas sinis essus con con praeperit quunt.” —Name of the person being quoted Authors & Acknowledgments Authors Paul Bodnar, Matthew Gray (Carbon Tracker Initiative), Tamara Grbusic, Steve Herz (Sierra Club), Amanda Lonsdale (Magnitude Global Finance), Sam Mardell, Caroline Ott, Sriya Sundaresan (Carbon Tracker Initiative), Uday Varadarajan (Rocky Mountain Institute and Stanford Sustainable Finance Initiative) * Authors listed alphabetically. All authors from Rocky Mountain Institute unless otherwise noted. Contacts Caroline Ott, [email protected] Matthew Gray, [email protected] Steve Herz, [email protected] Suggested Citation Paul Bodnar, Matthew Gray, Tamara Grbusic, Steve Herz, Amanda Lonsdale, Sam Mardell, Caroline Ott, Sriya Sundaresan, and Uday Varadarajan, How to Retire Early: Making Accelerated Coal Phaseout Feasible and Just, Rocky Mountain Institute, 2020, https://rmi.org/insight/how-to-retire-early. Images courtesy of iStock unless otherwise noted. Acknowledgments This report has benefited from the input of over 60 individuals from over 30 institutions. For a complete list of individuals who informed this report, please see the acknowledgments on pages 54 and 55. -
Annual Report 2019–2020
annual report 2019–2020 Energy Solutions for the Decisive Decade M OUN KY T C A I O N R IN S T E Rocky Mountain Institute Annual Report 2019/2020TIT U1 04 Letter from Our CEO 08 Introducing RMI’s New Global Programs 10 Diversity, Equity, and Inclusion Contents. 2 Rocky Mountain Institute Annual Report 2019/2020 Cover image courtesy of Unsplash/Cassie Matias 14 54 Amory Lovins: Making the Board of Trustees Future a Reality 22 62 Think, Do, Scale Thank You, Donors! 50 104 Financials Our Locations Rocky Mountain Institute Annual Report 2019/2020 3 4 Rocky Mountain Institute Annual Report 2019/2020 Letter from Our CEO There is no doubt that humanity has been dealt a difficult hand in 2020. A global pandemic and resulting economic instability have sown tremendous uncertainty for now and for the future. Record- breaking natural disasters—hurricanes, floods, and wildfires—have devastated communities resulting in deep personal suffering. Meanwhile, we have entered the decisive decade for our Earth’s climate—with just ten years to halve global emissions to meet the goals set by the Paris Agreement before we cause irreparable damage to our planet and all life it supports. In spite of these immense challenges, when I reflect on this past year I am inspired by the resilience and hope we’ve experienced at Rocky Mountain Institute (RMI). This is evidenced through impact made possible by the enduring support of our donors and tenacious partnership of other NGOs, companies, cities, states, and countries working together to drive a clean, prosperous, and secure low-carbon future. -
University-Aged Millennials' Attitudes and Perceptions Toward Vehicle
University-Aged Millennials’ Attitudes and Perceptions Toward Vehicle Ownership and Car-Sharing A Thesis Submitted to the Committee on Graduate Studies in Partial Fulfillment of the Requirements for the Degree of Master of Arts in the Faculty of Arts and Science TRENT UNIVERSITY Peterborough, Ontario, Canada (c) Copyright by Jessica Lucia Correa 2016 Sustainability Studies M.A. Graduate Program May 2016 ABSTRACT University-Aged Millennials’ Attitudes and Perceptions Toward Vehicle Ownership and Car-Sharing Jessica Lucia Correa Car-sharing may have the potential to contribute to a more sustainable transportation system. The current research sought to answer the question: what are university-aged Millennials' perceptions and attitudes toward the adoption of vehicle sharing and private vehicle ownership? The research consisted of hosting six interactive focus group sessions with Millennial students, who currently do not own vehicles. Using a qualitative approach, I analyzed the discussions through a social practice theory lens. I suggest that skills, meanings, materials, and social interactions have an influence on the way in which a transportation option is perceived by Millennials. The results revealed that social norms surrounding vehicle ownership and car sharing are being developed, shaped, changed, challenged and reconstructed. If car-sharing businesses, universities, and governments wish to progress toward a more sustainable transportation system, they should recognize the importance of marketing. Keywords: Millennials; car-sharing; social practice theory; vehicle-ownership; university; sustainable transportation ii Acknowledgements Thank you to Stephen Hill, John Bishop, Thomas Whillans, Asaf Zohar, and Stephanie Rutherford for their continuous support throughout my thesis. Thank you to An Kosurko; Gord Halsey; Katie Allen; Kolawole; Christopher Ott; Erin Hamilton, Kristy MacDermid, Sarah Quibbell, David Dame, Kathy Warner, Mark Muschett, Melissa Zubrikas, Geoff MacPhee, Alex McLeod, Robyn McLeod, Angie Jongsma and the rest of the Runner’s Life crew. -
Oil and Economic Growth a Supply-Constrained View
Oil and Economic Growth A Supply-Constrained View Center on Global Energy Policy School of International and Public Affairs Steven Kopits Columbia University Managing Director 11th February 2014 Douglas-Westwood / New York 1 www.dw-1.com Our Business History and Office Locations • Established 1990 • Aberdeen, Canterbury, London, New York, Houston & Singapore Activities & Service Lines offshore • Business strategy & advisory power • Commercial due-diligence • Market research & analysis • Published market studies Large, Diversified Client Base • 1,000 projects, 70 countries • Leading global corporates onshore LNGLNG • Energy majors and their suppliers • Investment banks & PE firms • Government agencies Spanning the Energy Sectors • 10 years in offshore renewable energy downstream © Douglas-Westwood Limited 2013 renewables 2 Demand-Constrained Models Supply-Constrained Models Supply Growth Demand Growth Oil Prices Oil and Mobility The Oil Majors Oil and Economic Growth Conclusions 3 Demand versus Supply Driven Forecasting Demand-driven Forecasting GDP Oil Demand Oil Supply Growth Growth Growth • exogenous • 푓(퐺퐷푃 푔푟표푤푡ℎ) • 푓(푑푒푚푎푛푑 푔푟표푤푡ℎ) Supply-driven Forecasting Oil Demand Oil Supply GDP Growth • exogenous • 푓(푂푙 푠푢푝푝푙푦 푔푟표푤푡ℎ) • 푓(푂푙 푠푢푝푝푙푦 + 푒푓푓푐푒푛푐푦 푔푎푛푠) 4 Demand versus Supply Driven Forecasting Demand-driven Forecasting GDP Demand Supply Growth Growth Growth • exogenous • 푓(퐺퐷푃 푔푟표푤푡ℎ) • 푓(푑푒푚푎푛푑 푔푟표푤푡ℎ) • Traditional forecasting model • Many forecasters will never see anything but this during their entire career • Virtually all -
Rmisolutions F a L L 2 0 0 2 SIP
Rocky Mountain Institute/volume xviii #3/Fall 2002 RRMMIISSoooolllluuuuttttiioioioonnnnssss newsletter S m all is Pro f it a ble Today’s electricity problems—and costs— are in the grid B y A mory B. Lovins For the first century of electrical power, as Profitable: and Jeremy Heiman generating plants became larger and more The Hidden centralized, delivery of power became Economic lectricity has been so successful more and more dependent on the grid. Benefits of providing the energy needs of citi- Driven by demand that escalated as costs Making Electrical Resources the Right Ezens and industry that many of us declined, the size of power plants grew Size, written by RMI cofounder and CEO can’t imagine life without it. Flip a switch, during the first years of the 20th century. Amory Lovins and six coauthors. Small Is a light comes on. Spin a dial, a fan begins The complexity and size of the grid Profitable builds on the assertion central to whirling. Crank a knob and a pump starts increased at the same time. But by the Lovins’s groundbreaking 1977 work, Soft pushing. Electricity has become a pervasive early 1990s, it was Energy Paths, arguing that energy efficien- and essential force in modern life because clear that utilities cy and cheaper electricity from small, it is a versatile, convenient, controllable, were no longer put- renewable sources of energy will gradually clean-to-use, and generally reliable form of ting many large replace the output of large, centralized fos- energy. Although only about one-sixth of power plants in their sil fuel-powered generating stations and the total energy delivered in the United shopping carts. -
Electric Vehicles As Distributed Energy Resources
ELECTRIC VEHICLES AS DISTRIBUTED ENERGY RESOURCES BY GARRETT FITZGERALD, CHRIS NELDER, AND JAMES NEWCOMB O Y M UN ARBON K T C C A I O N R I W N E A M STIT U T R R O O AUTHORS & ACKNOWLEDGMENTS AUTHORS ACKNOWLEDGMENTS Garrett Fitzgerald, Chris Nelder, and James Newcomb The authors thank the following individuals and e-Lab * Authors listed alphabetically. All authors are from member organizations for offering their insights and Rocky Mountain Institute unless otherwise noted. perspectives on this work, which does not necessarily reflect their views. ADDITIONAL CONTRIBUTORS Jim Lazar, Regulatory Assistance Project Rich Sedano, Regulatory Assistance Project Riley Allen, Regulatory Assistance Project Sarah Keay-Bright, Regulatory Assistance Project Jim Avery, San Diego Gas & Electric CONTACTS Greg Haddow, San Diego Gas & Electric Chris Nelder ([email protected]) San Diego Gas & Electric Load Analysis Group James Newcomb ([email protected]) Noel Crisostomo, California Public Utilities Commission Jonathan Walker, Rocky Mountain Institute SUGGESTED CITATION Chris Nelder, James Newcomb, and Garrett Fitzgerald, The authors also thank the following additional Electric Vehicles as Distributed Energy Resources individuals and organizations for offering their insights (Rocky Mountain Institute, 2016), and perspectives on this work: http://www.rmi.org/pdf_evs_as_DERs. Joel R. Pointon, JRP Charge Joyce McLaren, National Renewable Energy Laboratory DISCLAIMER e-Lab is a joint collaboration, convened by RMI, with participationfrom stakeholders across the electricity Editorial Director: Cindie Baker industry. e-Lab is not a consensus organization, and Editor: David Labrador the views expressed in this document are not intended Art Director: Romy Purshouse to represent those of any individual e-Lab member or Images courtesy of iStock unless otherwise noted. -
How Big Is the Energy Efficiency Resource?
Environmental Research Letters EDITORIAL • OPEN ACCESS How big is the energy efficiency resource? To cite this article: Amory B Lovins 2018 Environ. Res. Lett. 13 090401 View the article online for updates and enhancements. This content was downloaded from IP address 147.202.68.137 on 06/05/2019 at 16:06 Environ. Res. Lett. 13 (2018) 090401 https://doi.org/10.1088/1748-9326/aad965 EDITORIAL How big is the energy efficiency resource? OPEN ACCESS Amory B Lovins PUBLISHED Rocky Mountain Institute, 22830 Two Rivers Road, Basalt CO 81621, United States of America 18 September 2018 E-mail: [email protected] Original content from this Keywords: increasing returns, efficiency, climate, integrative design, whole systems, expanding returns work may be used under the terms of the Creative Commons Attribution 3.0 licence. Abstract Any further distribution of Most economic theorists assume that energy efficiency—the biggest global provider of energy services—is a this work must maintain attribution to the limited and dwindling resource whose price- and policy-driven adoption will inevitably deplete its potential author(s) and the title of and raise its cost. Influenced by that theoretical construct, most traditional analysts and deployers of energy the work, journal citation and DOI. efficiency see and exploit only a modest fraction of the worthwhile efficiency resource, saving less and paying more than they should. Yet empirically, modern energy efficiency is, and shows every sign of durably remaining, an expanding-quantity, declining-cost resource. Its adoption is constrained by major but correctable market failures and increasingly motivated by positive externalities. Most importantly, in both newbuild and retrofit applications, its quantity is severalfold larger and its cost lower than most in the energy and climate communities realize. -
Peak Car Use and the Rise of Global Rail: Why This Is Happening and What It Means for Large and Small Cities
Journal of Transportation Technologies, 2013, 3, 272-287 http://dx.doi.org/10.4236/jtts.2013.34029 Published Online October 2013 (http://www.scirp.org/journal/jtts) Peak Car Use and the Rise of Global Rail: Why This Is Happening and What It Means for Large and Small Cities Peter Newman1, Jeffrey Kenworthy1, Garry Glazebrook2 1Curtin University Sustainability Policy (CUSP) Institute, Fremantle, Australia 2University of Technology, Sydney (UTS), Sydney, Australia Email: [email protected], [email protected], [email protected] Received June 20, 2013; revised July 22, 2013; accepted August 29, 2013 Copyright © 2013 Peter Newman et al. This is an open access article distributed under the Creative Commons Attribution License, which permits unrestricted use, distribution, and reproduction in any medium, provided the original work is properly cited. ABSTRACT The 21st century promises some dramatic changes—some expected, others surprising. One of the more surprising changes is the dramatic peaking in car use and an associated increase in the world’s urban rail systems. This paper sets out what is happening with the growth of rail, especially in the traditional car dependent cities of the US and Australia, and why this is happening, particularly its relationship to car use declines. It provides new data on the plateau in the speed of urban car transportation that supports rail’s increasing role compared to cars in cities everywhere, as well as other structural, economic and cultural changes that indicate a move away from car dependent urbanism. The paper suggests that the rise of urban rail is a contributing factor in peak car use through the relative reduction in speed of traf- fic compared to transit, especially rail, as well as the growing value of dense, knowledge-based centers that depend on rail access for their viability and cultural attraction. -
The Best of the Oil Drum 2005-2010 Ugo Bardi
The Oil Drum | The Best of The Oil Drum 2005-2010 http://www.theoildrum.com/node/7091 The Best of The Oil Drum 2005-2010 Posted by Nate Hagens on November 22, 2010 - 9:00am Topic: Site news During the past 5 years we have had a continuing stream of energy-related content appear on these pages (Super G tells me 6,366 individual pieces). In the busiest of times, with a staff of over 20 volunteers, we were posting two articles or analyses per day. Oft times 50-60 hours of work (or more) on a post resulted in only 12 hours live on the main page. We thought it might be a good idea to have one archive of some of this content that has disappeared down the rabbit hole. Below is such a list, containing, in the opinion of each author, the 'best of The Oil Drum' from the past 5 years. It is a first pass at collating some of the insightful, relevant content highlighted over the years here exploring the details and implications of an early peak in global oil production. The meta-list is in alphabetical order, by author last name. Much if not most of this material is still highly relevant today. If you are interested in learning about energy and society, please consider bookmarking this archive as a resource. ( Stories are still searchable by keyword/subject in the upper left). Ugo Bardi "Peak Civilization": The Fall of the Roman Empire A post attempting to apply system dynamics to the fall of the Roman Empire which - as far as I know - has not been done, so far. -
Energy Efficiency, Taxonomic Overview
Copyright (c) 2004 Rocky Mountain Institute. All rights reserved. Licensed to and first published in: A.B. Lovins, "Energy Efficiency, Taxonomic Overview," Encyclopedia of Energy 2:383-401 (2004), 6 vols., San Diego and Oxford (UK): Elsevier, www.elsevier.com/locate/encycofenergy (hard copy) and www.sciencedirect.com/science/referenceworks/012176480X (downloadable). This article is RMI Publication #E04-02 and can be downloaded free from: www.rmi.org/sitepages/pid171.php#E04-02 Please note the following updates to the published article: p. 396, col. 2, full para. 2 ("Perhaps..."): The vehicle efficiency stated is from a simulation of on-road performance, obtained by multiplying each vector in the standard EPA test cycles by 1.3. The equivalent EPA adjusted efficiency (the kind used for official efficiency ratings and shown on the window stickers of market vehicles) is 2.06 L-equivalent per 100 km, 48.5 km/L-equivalent, or 114 miles per U.S. gallon-equivalent. Resimulation in 2004 with a gasoline hybrid-electric powertrain as efficient as that of the 2004 Toyota Prius, and conservatively adjusted to all-wheel-drive operation like the fuel-cell version, yields simulated EPA adjusted efficiency of 3.56 L/100 km, 28.1 km/L, or 66 miles per U.S. gallon. p. 397, col. 2, line 5: for 8.6 read 6. p. 401, col. 2, lines 3-6: the Lovins et al. 2002 reference Small Is Profitable can be obtained at least cost via www.smallisprofitable.org. p. 401, col. 2, lines 7-10: the Lovins et al. 2004 reference should read: Lovins, A.B., Datta, E.K., Bustnes, O.-E., Koomey, J.G., & Glasgow, N.