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The report argues that independent owner-operators in the U.S. are trapped in a cycle of using inefficient used Class-8 trucks due to subprime credit status and high upfront costs for new vehicles. It proposes the Federal Freight Efficiency Authority (FFEA), modeled after the Federal Housing Administration (FHA), to insure lease payments for new, efficient trucks. This mechanism would lower interest rates for truckers, increase their profit margins, and incentivize OEMs to produce more efficient vehicles. The author estimates that expanding this to small fleets could reduce Class-8 fuel consumption by 32%, saving 55 billion gallons of oil over ten years. The FFEA would be self-funded through insurance premiums and could potentially supplement the Highway Trust Fund with its profits.

The report challenges the traditional utility assumption that 'baseload' power plants are necessary for grid stability, noting that all generators, including coal and nuclear, experience outages. It proposes a new electricity paradigm integrating energy efficiency, demand response, renewables, and storage. The authors assert that variable renewables like wind and solar can reliably meet demand if utilities use existing plants differently, incorporate new storage technologies, and increase control over demand. Examples from Denmark, Germany, and a NREL study on the eastern U.S. are cited to demonstrate the feasibility of high renewable penetration.

The author contends that the U.S. Department of Defense (DOD) faces critical national security risks due to its inefficient use of fuel in the battlespace and its dependence on a vulnerable commercial electricity grid. To mitigate these, the document proposes two new strategic capabilities: 'Endurance,' which leverages energy efficiency to reduce the logistics 'tail' and increase combat effectiveness, and 'Resilience,' which utilizes onsite renewable microgrids to ensure mission continuity. The author advocates for a shift in metrics, specifically the use of the 'Fully Burdened Cost of Fuel' (FBCF), to incentivize the adoption of available technologies that could potentially reduce mobility-fuel requirements by two-thirds to three-fourths.

The document outlines a comprehensive framework for accelerating campus climate initiatives, focusing on five key areas: climate action planning, buildings and utilities, renewable energy, transportation, and carbon offsets. It emphasizes 'whole-system thinking' and 'integrative design' to achieve deep energy savings and carbon reductions more cost-effectively than incremental improvements. The guide addresses common barriers such as insufficient capital, lack of technical expertise, and institutional resistance, offering specific financial tools like Revolving Loan Funds and Energy Performance Contracting. It also provides case studies from various U.S. institutions to illustrate successful implementation of energy-efficient retrofits, renewable energy installations, and sustainable transportation programs.

Amory B. Lovins critiques Stewart Brand's advocacy for nuclear power, asserting that nuclear energy is economically uncompetitive and slower to deploy than decentralized renewables and efficiency measures. Lovins argues that nuclear power's high capital costs and financial risks make it a poor investment for climate protection, noting that it saves significantly less carbon per dollar and is deployed much slower than alternatives. He refutes claims regarding the necessity of 'baseload' power, the land-use footprint of renewables, and the need for a diverse energy portfolio that includes nuclear power, concluding that the technology's failure to attract private equity in the U.S. demonstrates its lack of market viability.

Amory Lovins argues that nuclear power is an obsolete and costly technology that retards climate protection by diverting resources from more effective alternatives. He challenges the 'baseload' myth, asserting that grid reliability is a collective attribute of all plants rather than an individual requirement. He further disputes the 'footprint' myth, providing evidence that nuclear power's total land use—including the fuel cycle—is significantly higher than that of wind and solar. Lovins contends that a diverse portfolio of energy efficiency and distributed renewables is more cost-effective and faster to deploy than nuclear power, which he claims is failing in the global marketplace due to a lack of private investment and escalating costs.

The authors argue that the built environment shapes human thought and behavior, often unintentionally reinforcing unsustainable patterns. They propose a three-part framework for 'crystallized pedagogy'—demonstration, experience, and involvement—to intentionally teach sustainability. The paper suggests that the most effective sustainable pedagogy internalizes externalities by giving occupants direct control and feedback, such as in off-grid or naturally ventilated buildings, and integrates biological diversity to foster an understanding of interconnectedness.

The document outlines a 'menu' of 'must have' and 'nice to have' actions for municipal governments, utilities, civic groups, and businesses to facilitate the transition to plug-in vehicles. It uses a hypothetical city modeled on Denver, Colorado, to estimate that achieving a goal of 10,000 plug-in vehicles (2% of registered vehicles) over five years would result in a net cost of approximately $10 million and create 250 net new jobs, while avoiding 2 million gallons of oil annually by 2014.

The Empire State Building underwent a deep energy retrofit involving the remanufacturing of 6,514 windows into 'superwindows', chiller plant upgrades, and the implementation of direct digital controls. By coordinating energy upgrades with a larger $550 million remodel, the project achieved a projected 38 percent energy use reduction and annual cost savings of $4.4 million, with an incremental simple payback period of three years.

The report contends that nuclear power is economically unviable, citing soaring capital costs and a lack of private investment. It argues that decentralized 'micropower'—including wind, solar, and cogeneration—alongside end-use efficiency, provides a more cost-effective means of displacing CO2 emissions and enhancing energy security. The authors assert that nuclear power's slow deployment and high financial risk make it a liability for urgent climate action, suggesting that resources should instead be shifted toward distributed energy resources.

The Smart Garage report describes a system where electrified vehicles (xEVs) communicate with the grid and buildings to optimize energy use. The document identifies a near-term focus on 'V1G' (smart one-way charging) as a practical first step toward a long-term 'V2G' (bi-directional charging) vision. It analyzes the ecosystem's value chain—including OEMs, utilities, and 'connectors'—and identifies five primary barriers: uncertain consumer demand, high battery costs, infrastructure funding, fragmented utility regulation, and a lack of communication standards. To address these, the report proposes six collaborative projects to quantify demand, analyze battery second-life value, and establish national policy frameworks.

The report identifies non-hardware balance of system costs, which can reach 40% of installed system costs, as a significant barrier to rooftop solar adoption. It recommends the adoption of standardized frameworks such as the Solar ABCs Expedited Permit Process for permitting, the IREC Model Interconnection Procedures for grid connection, and the NNEC design criteria for net metering. The document highlights Colorado as a leader in solar-friendly policies, citing the Fair Permit Act's fee caps and the state's removal of net metering capacity limits for systems up to 120% of annual on-site consumption.

The report proposes a two-step strategy to improve the efficiency of Class-8 tractor-trailers. Step 1 focuses on technological improvements in aerodynamics, tire rolling resistance, and powertrain efficiency, which could increase fuel economy from 6.5 to 12.3 mpg. Step 2 examines the use of 'turnpike doubles'—long combination vehicles (LCVs) with two 48-foot trailers and a gross vehicle weight rating (GVWR) of 120,000 pounds—to increase freight productivity. Together, these measures could raise ton-mile efficiency by a factor of approximately 2.5, potentially saving 4 billion gallons of diesel fuel and 45 million tonnes of CO2 emissions annually for the U.S. fleet.

The paper argues that the variability of renewable energy can be managed through optimized geographic dispersion and the cross-firming of wind and solar resources. By analyzing data from the MRO, SPP, and ERCOT regions, the study demonstrates that expanding the geographic scope of a renewable portfolio significantly reduces system variability and the frequency of zero-power production. It also finds that combining solar and wind resources further lowers variability compared to wind-only portfolios. The authors conclude that these strategies, combined with demand response, energy storage (such as xEVs), and smart grid communications, can reduce the reliance on conventional baseload power.

The document presents a vision of "applied hope," which Lovins defines as a deliberate choice to act on the conviction that practical, scalable solutions can improve the world. He argues against passive optimism and pervasive dread, advocating instead for "integrative design" and "advanced resource efficiency" to phase out fossil fuels and nuclear energy. Lovins envisions a future where carbon emissions decline profitably, biodiversity recovers, and global stability is achieved by treating the world's problems as interconnected systems rather than isolated issues.

The 2008 Micropower Database assesses global capacity and electrical output for micropower—defined as all renewables excluding large hydro, plus cogeneration—using bottom-up equipment counts from suppliers and operators cross-checked with governmental agencies. It provides historical data from 1990 to 2005 or 2006 and forecasts through 2010, covering annual capacity additions, output, cumulative capacity, and capacity factors.

The report identifies the 'split' between construction, operational, and management costs as the primary hurdle to greening multi-tenant buildings. It argues that integrated design can achieve high performance without increasing capital costs, ultimately benefiting owners through higher net operating income and tenants through lower total occupancy costs. Proposed solutions include 'green leases' with cost pass-through clauses, sub-metering, and the use of Energy Service Companies (ESCos) to finance retrofits.

The document concludes that CFLs are significantly more environmentally friendly than incandescent bulbs over their life cycle. Despite more energy-intensive manufacturing and the presence of mercury, CFLs reduce greenhouse gas emissions by 75% over 10,000 hours of use. The analysis shows that mercury emissions from coal-fired power plants used to power incandescents exceed the mercury released by a CFL's operation and disposal. While frequent on-off cycling reduces a CFL's lifespan and increases its relative assembly emissions, they remain a net win for the environment and typically pay for themselves through energy savings.

The report proposes the feebate as a technology-neutral, self-financing policy to increase vehicle efficiency without restricting consumer choice. RMI recommends a constant rate per gallon of fuel saved and the use of size classes to ensure fair comparison between vehicles. Analysis of 2005 vehicle data suggests that the number of size classes has a more significant fiscal impact on manufacturers than the specific attribute used to define those classes. The document also examines the legal landscape, suggesting that state-level feebates may avoid federal preemption under CAFE standards, and critiques Canada's Vehicle Efficiency Incentive for using a 'step function' rather than a continuous one.

The study finds that CFLs provide significant environmental benefits over incandescents, primarily through reduced greenhouse-gas emissions during the operation phase. Despite concerns over their complex manufacturing and mercury content, the analysis shows that the energy efficiency of CFLs outweighs these factors. Even under short operating cycles that reduce lamp life, CFLs remain a net environmental win, though their economic payback period increases. The report also notes that while CFLs release more lead and arsenic than incandescents, they result in lower overall mercury emissions when accounting for the mercury released by coal-fired power plants required to power incandescent bulbs.