Navigating the energy transition landscape: summary findings from a dynamic systems view

I’ve been asked a few times now to provide an account of the energy transition modelling featured on Beyond this Brief Anomaly over the past year or so, that goes beyond the very brief article for The Conversation in May, but that is more accessible than the detailed documentation provided in earlier posts here, here and here. The article presented here is intended to fill that gap. It’s based on the presentation I gave in July at a University of Melbourne Carlton Connect Initiative event on energy transitions, discussed in the introduction to this earlier post. The presentation abstract will serve for orientation:

Energy transition discourse in both the public and academic spheres can be characterised by strong and often fixed views about the prospects for particular pathways. Given the unprecedented scale and complexity of the transition task facing humanity, greater circumspection may help ensure collective efforts are effective. While significant attention has been given to the question of how to satisfy future energy demand with renewable sources, dynamic effects during the transition period have received far less attention. Net energy considerations have particular relevance here. Exploratory modelling indicates that such considerations are relevant for more comprehensive feasibility assessment of renewable energy transition pathways. Moreover, this suggests there may be value in asking broader questions about how to ensure energy transition learning and praxis is sufficiently ‘fit for purpose’. Continue reading

Flying in the face of climate science—Part 2: Air travel emissions in perspective

The first installment of this two-part series set out the case for why carbon offsetting is incompatible with serious response to climate change, and looked specifically at what this implies for rich-world attachment to air travel.

In coming to terms with why this does actually matter, there is a further basic question that needs grappling with: why should flying in particular be singled out for such scrutiny? It’s hardly the largest source of emissions overall, so why give it such weight? With carbon dioxide from aviation accounting for just 2 percent of total global carbon dioxide emissions (roughly 12 percent of CO2 emissions from transport, which in turn is 15 percent of the global total) the concern I’m expressing might seem thoroughly misplaced. Even for Australia, direct aviation emissions account only for 3.1 percent of the national total for all greenhouse gases (i.e. on a Global Warming Potential CO2 equivalent basis, rather than in terms of CO2 alone). I suspect this may in fact play a substantial part in why broader cultural attitudes diverge so sharply from my own.

There is a two-level problem with this apparently obvious but far too simplistic view. Continue reading