Energy efficiency trends in canada 2012,acne scars natural mask,ayurvedic herbs list - For Begninners

admin 08.10.2015

We're all looking for ways to save money, reduce our footprint and make our homes more comfortable, and if there was one way to accomplish all of these things, most of us would jump at the opportunity.
Not to worry – there are plenty of new products and technologies in the pipeline for this year that will help you retrofit your existing home with the latest and greatest in energy efficiency. Here are three home energy efficiency trends that, even though they've been a long time coming, will gain more traction this year and start making a tangible impact on our homes, lifestyles and our wallets. Savvy consumers are always looking for ways to cut down on their spending, and this year, they can expect to get some help from an unlikely place: Their utilities. According to VentureBeat, many utilities throughout the country are planning on rolling out mobile apps that will allow ratepayers to log in and gather critical data about their energy usage and expected bill for each month.
The home energy management market, which involves products like smart thermostats, smart appliances and a central module with which you can control them, appears slated to take off after years of a lukewarm reception from consumers.
According to Utility Dive, the HEM market suffered because consumers didn't want to have to do the work of buying every device and upgrade separately and figuring out how to make them all work together seamlessly.
Rather than buying HEM-related devices individually, consumers will be able to buy them bundled in with other products, like home entertainment centers and security systems. HEM products will start being offered in bundles with things like home security and entertainment, making it easy to control your home's entire array of devices. While utility-scale solar is expected to lead the way, the SEIA projected residential solar capacity to surge ahead of commercial installations. It makes sense that homeowners want solar so badly, given how much energy prices rose this winter.
This entry was posted in Environment and Sustainability, Solar Energy News on February 16, 2015 by admin. By using solar panels, instead of conventionally produced electricity, you can save thousands of dollars on your electric bill and you will be helping our environment at the same time.
Known as the installed cost of photovoltaics this metric is very good for producing an average dollar cost per watt to the consumer or business that is thinking of investing in photovoltaic solar energy. Below are three graphs from the Department of Energy showing both historical and projected costs for photovoltaic energy and photovoltaic panels. Below is a video that outlines many of the current and past forces that have been shaping the cost of solar panels. Transportation is second to the industrial sector in terms of energy use, but accounted for the largest share of end-use GHGs in 2005.
The transportation sector is a diverse sector that includes several modes: road, air, rail and marine transport.
Also, the transportation sector used the second largest amount of energy in Canada at 30 percent of the total, and produced the largest portion of end-use GHG emissions (36 percent). In the transportation sector, passenger modes consumed 55 percent of total energy use, while the freight subsector used 41 percent and off-road vehicles used the remaining 4 percent. Freight was the fastest growing subsector, accounting for 63 percent of the change in total transportation energy use. Growth in freight transportation contributed to a 66 percent increase in the demand for diesel fuel.
Motor gasoline and diesel fuel oil are the main fuels used in the transportation sector, accounting for 86 percent of the total.
Light-duty vehicles (small cars, large cars, light trucks and motorcycles) represent the main types of transportation used by Canadians for passenger transportation. For the passenger transportation subsector, energy use is related to passenger-kilometres (Pkm). Energy use in passenger transportation increased 16 percent from 1188 PJ to 1376 PJ between 1990 and 2005.
The choices that Canadians make to meet their transportation needs contribute to the growth in energy use.
While road and aviation transportation activity increased, use of shared passenger transit such as trains, buses and tramways decreased since 1990.
Passenger transportation energy intensity, defined as the amount of energy required to move one person over 1 km, improved from year to year. In the period, the average fuel efficiency improved for all types of on-road vehicles except motorcycles. As expected, light trucks have a higher energy intensity level than passenger cars because they also have a higher rate of fuel consumption. The amount of energy used for passenger travel increased 16 percent, rising from 1188 PJ in 1990 to 1376 PJ in 2005. Figure 6.11 illustrates the influence that various factors had on the change in passenger transportation energy use between 1990 and 2005. The mix of fuels used in the freight subsector remained relatively constant between 1990 and 2005. Using transportation vehicles as virtual warehouses requires a very efficient and on-time transportation system.
Even with this significant growth in the trucking industry, rail still moves the largest amount of freight in terms of tonne-kilometres at 355.7 billion Tkm. However, both of these increases are overshadowed by the 190 percent growth in tonne-kilometres of heavy trucks; which is close to the marine's share of total activity. Since 1990, all modes of freight transportation became more efficient in terms of energy use relative to tonne-kilometres moved.
Figure 6.17 illustrates the influence that various factors had on the change in freight transportation energy use between 1990 and 2005. 9 Transport Canada, Canadian Motor Vehicle Traffic Collision Statistics: 2005, Ottawa, December 2006 (Cat. 10 Electricity accounts for only 0.3 percent of total passenger transportation energy use and is used, for the most part, for urban transit. Every year, Natural Resources Canada conducts an analysis of the factors behind the observed changes in total energy use in Canada.

Between 1990 and 2008, residential energy use increased by 14 percent while GHG emissions grew by 8 percent.
Despite the increases in key energy use drivers, energy use per household decreased by 14 percent, and energy use per square metre decreased by 21 percent, primarily due to changes to the building envelope.
The net result was energy efficiency savings of 392 PJ – the largest of any sector in the economy.
Energy consumed per unit of floor space increased by 2 percent, while energy per unit of economic activity decreased by 20 percent. The largest energy end-use increases were in space conditioning and auxiliary equipment (e.g.
From 1990 to 2008, industrial energy use increased by 19 percent and associated GHG emissions increased by 13 percent. Most energy-use growth was in mining, with the oil price spike and process technology advances leading to significant increases in upstream oil and gas activity (notably oil sands development).
This year’s report isolates the components of upstream mining and uses production to better measure efficiency and account for technological advances. The only major subsector to reduce energy use was pulp and paper, in part from on-going declines in the newsprint industry. Industrial sector energy intensity decreased by 15 percent, due to more efficient capital, tighter management of energy use and increased capacity utilisation (i.e. Transport sector energy use increased by 38 percent, and GHG emissions increased by 36 percent.
However, energy efficiency improved by 378 PJ, mainly within heavy trucking and light-duty vehicles, reflecting improvements in each end use and the dominance of those modes within the sector. Overall passenger transport energy efficiency improved by 262 PJ, avoiding 17.8 Mt of GHG emissions. Energy use increased by 71 percent and was mirrored almost exactly by a 70 percent increase in GHG emissions, equal to 31.8 Mt of emissions. While rail and shipping remain the dominant modes, there was a 185 percent increase in tonne-kilometres travelled by heavy trucks over the period. Published quarterly Energy Efficiency Trends provides up-to-date insights into the energy reduction sector and is widely reported in the sustainability and energy efficiency press. Unfortunately, short of moving into a brand-new, expensive Net-Zero home, there is no one magic bullet that will put you on the path to energy efficiency. The number of energy-saving and home energy management products has grown tremendously over the last few years, likely in response to the increasing desire on the part of consumers to live greener and pay less on their utility bills.
Some energy providers will go even further and use the data they've gathered to give consumers personalized tips for lowering their energy bills.
This will tie in with smart products like the Nest thermostat, which can interact with the meter and adjust itself based on what it learns about prices from the meter reading. But manufacturers and retailers have taken note and are changing the way these gadgets are packaged accordingly. By integrating these new devices in with more familiar ones, and by making everything easily accessed and automated through one control module, homeowners will be much more enthusiastic about buying and using them. RenewEconomy reported that in a recent presentation, the Solar Energy Industry Association announced that it was projecting the total accumulated solar capacity (utility, commercial and residential) in the U.S. And as the costs of solar power for the home continue to drop, more homeowners will see that it's worth making the investment to protect themselves from unpredictable energy costs. However, you’re probably curious, what is the average cost of installing solar panels?
The reason for this high level of spending is the notably higher cost of transportation fuels compared to the fuels used in other sectors.
Transportation produces a larger share of the GHG emissions because the main fuels used by the sector are more GHG intensive compared with other areas of the economy. Heavy trucks, which have been growing in popularity for moving goods but are more energy intensive than other modes, explain 78 percent of this increase in freight energy use. In order of use, aviation turbo fuel, heavy fuel oil, propane, electricity, aviation gasoline and natural gas are the remaining fuels that are used for transport. These savings were largely a result of improvements in the energy efficiency of heavy trucks and passenger light-duty vehicles.
A Pkm is calculated by multiplying the number of passengers carried by the distance traveled. Consequently, the increase in the number of drivers, the number of vehicles and the distance that vehicles are driven heavily influenced the total Pkm traveled.
Motor gasoline is the main source of energy, representing 77 percent of the fuel mix in 2005, followed by aviation turbo fuel and diesel fuel. The popularity of air transportation lead to a increase of 65 percent in aviation Pkm over the period. The most significant decreases were in passenger rail travel (17 percent) and intercity bus travel (8 percent). This higher energy intensity, combined with the increase in popularity of light trucks, increased passenger energy use.
Despite the increasing popularity of larger and heavier light-duty vehicles with greater horsepower, the light-duty vehicle segment (cars, light trucks and motorcycles) of passenger transportation helped save 172.5 PJ of energy. Diesel fuel oil continues to be the main source of energy, comprising over 71 percent of the fuel consumed for freight transportation. The system uses a relatively small warehouse space for inventory and instead relies on orders arriving to the company just as they are required for production. However, heavy trucks are not only traveling longer distances; they are also carrying more freight as the number of trailers they pull increases. Figure 6.15 shows that the relative efficiency of rail and marine is greater than trucks at moving goods. Without energy efficiency improvements, energy use would have increased 86 percent – 15 percent more than what was observed in 2005.

The shift between modes was the increase in the share of freight moved by heavy trucks relative to other modes. The latest version of this analysis – Energy Efficiency Trends in Canada – 1990 to 2008 – is due for publication shortly. Overall energy use per capita, however, showed a 5 percent increase, reflecting in part, lifestyle changes in the home and transport. These results reflect the energy demands of some sector activities, service requirements (e.g.
Even so, increased difficulty in resource extraction has resulted in a more energy-intensive industry. This number will vary depending on total wattage (100kW+ installations for example are cheaper due to economics of scale).
One of the best resources for information on solar panel price trends including price of solar panel installation is the report Tracking the Sun, currently in its fourth rendition which is published by the Environmental Energy Technologies Division of Berkeley National Laboratories.
Off-road transportation is not analysed in this report because little data is available for these items, and they consume only a small portion of the overall transportation energy use.
The overall use of diesel fuel increased more than any other fuel because of the large increase in freight activity. Small savings at the level of individual vehicle types in these modes can have a large impact on the total because these two types of vehicles comprise the majority of transportation use.
During the same period, Canada experienced a 24 percent increase in registered drivers,9 a 13 percent increase in the number of light-duty vehicles registered, and a 9 percent increase in the average passenger distance driven.
This increase in activity is a result of both more flights and more passengers per plane compared to 1990.
Light truck and air transportation led the growth in Pkm (and therefore, activity effect), with respective increases of 141 percent and 65 percent. Energy use increased for all modes of freight transportation except rail, which experienced a decline of 10 percent.
This change in the inventory system had a major impact on energy use in the freight subsector.
As a result, heavy truck use for freight transportation increased significantly over the period. These factors are having a major impact on the tonne-kilometres and the energy use that heavy trucks are contributing to the freight subsector.
Marine followed rail with 241.4 billion Tkm traveled, which is 27 percent more than in 1990. However, over the period, trucks increased in efficiency because their on-road average fuel consumption improved. This increase was caused by free trade and the deregulation of the trucking and rail industries. Energy intensity was reduced in all but the mining, petroleum refining and forestry subsectors. The magnitude of the challenge to develop and deploy technologies on the scale required to shift to a cleaner energy system is daunting.[3] We are now in the critical early stages of this shift, but the race is on to see which countries will become the global suppliers of these clean energy technologies. As the number of Pkm increases, a rise in energy use often occurs, unless energy efficiency improvements have taken place.
This change led to a large increase and shift in passenger transportation energy use toward light trucks and away from cars.
Therefore, this rise of 65 percent in Pkm caused a 39 percent increase in energy use since 1990. Heavy and light trucks experienced the largest increase in energy use, with the majority of energy consumed for freight transportation. The difference in these two values can be attributed to changes in the types of vehicles used for passenger transportation and improvements in energy efficiency. Between 1990 and 2005, light truck energy use increased more quickly than any other passenger transportation mode, rising 98 percent.
This figure includes renewables, efficiency technologies, biofuels, CCS, nuclear power, and other low-carbon technologies.
Many nations, including the United States, directed economic stimulus money toward clean energy technologies as a way of both spurring economic growth and generating jobs. Global investments in clean energy technologies could reach $200 billion in 2010.[5]Actions by Other Countries to Spur GrowthBeyond showing the overall growth in investments, Figure 1 also highlights how the United States is now third behind both the European Union and China in investment in clean energy technologies. Early movers in these industries will have achieved economies of scale and the benefits of clustering research centers, manufacturers and suppliers that form a critical mass in support of continued growth by the sector.
But the time to act is now or we risk falling further behind and facing the more difficult task of playing catch up.Putting a price on carbon is a critical element of any legislation aimed at spurring investment in clean energy technologies. With our exceptional expertise, entrepreneurial skills, and industrial base and the proposed policies, this is a race the United States should lead. Yet we risk falling behind other nations by failing to provide our industry with the proper incentives and a clear set of rules that allows them to invest and innovate. Recent research has found these effects to be modest, and well-designed policies – including free allowance allocation and an eventual international climate agreement – can moderate their impacts and help these industries transition to a low-carbon future. For a more in-depth discussion of the extent of these impacts, see Aldy, Joseph and William Pizer. Wind and solar market growth estimates are from Makower, Joel and Ron Pernick and Clint Wilder.

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