Hypercars: The next industrial revolution

The auto industry -- one-seventh of the GNP, and the highest expression of the Iron Age -- is about to trigger the biggest transformation in industrial structure since the microchip. Ultralight cars molded from net-shape advanced composites can be several-fold lighter than present steel cars, yet safer, sportier, and more comfortable, durable, and beautiful. Modern hybrid-electric drives boost efficiency approximately 1.3-1.5x in heavy steel cars, but approximately 5-20x in ultralight, very slippery plafforms. Synergistically combined into ultralight-hybrid 'hypercars,' these elements can yield state-of-the-shelf family cars that average 150-300+ mi/gal -- twice that with state-of-the-art technologies -- yet can also be superior in all other respects, probably including cost: carbon-fiber monocoques can actually be cheaper to mass-produce that steel unibodies. Designing cars more like aircraft and less like tanks requires not only an approximately 400-500 kg curb mass and very low air and road drag, but also an aerospace philosophy of engineering integration. Mass, cost, and complexity turn out to compound with heavy hybrids but to decompound with ultralight hybrids, owing partly to radical simplification. Excellent aerodynamics, preferable including advanced techniques for passive boundary-layer control, will be the key to successful design integration. Transforming automaking is a competitive and environmental imperative, could form the nucleus of a green industrial Renaissance, and would enhance national security by, among other things, saving as much oil as OPEC now extracts. However, this transformation faces serious cultural barriers. For example, hypercars will be more like computers with wheels than like cars with chips -- they'll have an order of magnitude more code than today's cars -- but Detroit is not a software culture. Just the transition from stamped and welded steel to integrated and adhesive-joined synthetics is difficult enough. Nonetheless, hypercars are rapidly heading to market in the late 1990s, because approximately 25 current and intending automakers are eager to capture their potentially decisive competitive advantages -- including order-of-magnitude reductions in product cycle time, tooling cost, assembly effort, and parts count. Hypercars will succeed, and may well sweep the market, not because of mandates or subsidies, but because of manufacturers' quest for competitive advantage and customers' desire for better, smarter cars

Circular Supply Chains in Emerging Economies – a comparative study of packaging recovery ecosystems in China and Brazil

This paper provides a circular supply chain perspective of packaging recovery ecosystems being implemented by Tetra Pak, a prime global player in the food packaging industry, in two major emerging economies: China and Brazil. The circular supply chain archetype considered in the research allowed a consistent comparative analysis of Tetra Pak’s circular supply chains in both countries. Through a case study approach, the research provides theoretical propositions and learning points that are valuable for academics and practitioners interested in the Chinese and Brazilian markets as well as in the supply chains supporting recovery ecosystems in the packaging industry. In particular, the distinct environments in the Chinese and Brazilian markets render Tetra Pak opportunities to design circular supply chains in different ways showing adaptation and learning to local market characteristics. The industrial perspectives from these emerging economies add to the contributions offered in the paper. Overall, the conceptual considerations and practical recommendations presented in the paper provide useful insights for the development of further studies and implementation of industrial practices advocated by the circular economy

Adam Smith’s Green Thumb and Malthus’ Three Horsemen: Cautionary tales from classical political economy

This essay identifies a contradiction between the flourishing interest in the environmental economics of the classical period and a lack of critical parsing of the works of its leading representatives. Its focus is the work of Adam Smith and Thomas Malthus. It offers a critical analysis of their contribution to environmental thought and surveys the work of their contemporary devotees. It scrutinizes Smith's contribution to what Karl Polanyi termed the "economistic fallacy," as well as his defenses of class hierarchy, the "growth imperative" and consumerism. It subjects to critical appraisal Malthus's enthusiasm for private property and the market system, and his opposition to market regulation. While Malthus's principal attraction to ecological economists lies in his having allegedly broadened the scope of economics, and in his narrative of scarcity, this article shows that he, in fact, narrowed the scope of the discipline and conceptualized scarcity in a reified and pseudo-scientific way

More Fight, Less Energy, at Lower Cost

Meyer Institute Guest Speaker Presentation, arranged by Professor William SolitarioAmory Lovins, More Fight, Less Energy, at Lower Cos

DoD's Energy Challenge as Strategic Opportunity [video]

Amory Lovins, Cofounder, Chairman and Chief Scientist of Rocky Mountain Institut

Disruptive Oil And Electricity Futures [video]

NPS Defense Energy Seminar, Lecturer Dr. Amory Lovin

Reinventing Fire: Secure Energy Without Oil, Coal, or Nuclear [video]

NPS Defense Energy Seminar, Lecturer Dr. Amory B. Lovin