27 December 2013
22 December 2013
A Christmas Message of Love
Postcript: Germany, Too!
Seven decades ago, Nazi Germany was busy conquering its neighbors by the most efficient and brutal means imaginable. In the process, it threw millions of its presumed “enemies”—mostly Jews, but lots of others, too—into the charnel house of a deliberate and gratuitous Holocaust. It would be hard to conceive of a starker antithesis of love. But our species’ capacity for constructive change is infinite. Today, under the enlightened leadership of Angela Merkel, Germany is doing much the same thing as we Yanks did with our Marshall Plan. Its citizens are working hard and paying taxes so that Europe can remain whole, peaceful and prosperous. The effort is, of course, self-interested. But what a difference from seven decades ago! Germany today is loving its neighbors and former enemies, just as Jesus advised. A united and peaceful Europe is the most extraordinary creation of political love since our own Founding and our Marshall Plan. (See 1 and 2) (That’s why Ukrainians and Turks want in.) Now it’s on the mend, from what might have been a shadow of the Weimar Hyperinflation that started the Great War off. The cure has been Germany’s love: Christian love, human love. It’s no accident that united Europe’s anthem is Beethoven’s “Ode to Joy.” Jesus would approve of that, too. Merry Christmas! permalink17 December 2013
Comparative Energy Costs of Driving, Updated: Cents per Mile
Energy Source | Underlying Price Parameter | Cents per Mile Driven | ||
March 2012 | Late 2013 | March 2012 | Late 2013 | |
Gasoline | $3.78 per gallon | $3.35 per gallon | 12.6 | 11.2 |
Natural Gas (Residential) | $1.28 per gal. equiv. | $1.89 per gal. equiv. | 4.3 | 6.3 |
Nuclear Electricity | 4.4 ¢ per kWh | 15 ¢ per kWh | 1.5 | 5.1* |
Conventional Electricity(Residential) | 11.6 ¢ per kWh | 12.5 ¢ per kWh | 4 | 4.3 |
Conventional Electricity(Industrial) | 6.8 ¢ per kWh | 7.23 ¢ per kWh | 2.3 | 2.4 |
Natural Gas (Industrial) | $0.55 per gal. equiv. | $0.53 per gal. equiv. | 2.2** | 2.0** |
Solar PhotovoltaicElectricity (Residential) | N/A | 4.6 ¢ per kWh | N/A | 1.5 |
Solar PhotovoltaicElectricity (Commercial) | 5.1 ¢ per kWh | 2.4 ¢ per kWh | 1.8 | 0.8 |
* For new plants ** Assuming that service station’s retail sale of industrial gas would add only 20% for operating expenses and profit. Comments: Three points jump out from this table. First, the cost per mile of driving on nuclear electricity increased dramatically from early 2012 to late 2013, by more than a factor of three. The reason is that the 2013 number is for new plants and the 2012 factor for old, fully depreciated plants, which in my view are obsolete and therefore dangerous. The 2012 figure came from a Morninstar investor report on Excelon Corp., a partially-nuclear power company. That report is no longer available. The figure for new nuclear plants comes from a statement by David Crane, as reported in The Economist [subscription required]. Crane is the CEO of NRG Energy, which dumped plans to build two new nuclear plants in Texas after spending $331 million. His reported figure was 10 cents per kWh for generation cost, which I increased by 40% for distribution and 10% for profit (the average in early 2012 over all generation technologies) to get a residential retail price. The moral of this story is that we can have cheap nuclear electricity, but only if we risk another Chernobyl or Fukushima. If we build new, safer nuclear plants, the cost of nuclear electricity will go up, higher even than for conventional (non-nuclear, non-renewable) electricity today. In any event, I’m not aware of any power company that actually charges anything like 5 ¢ per kWh or below at residential retail. One could, in theory, if it had only obsolete nuclear plants. But in practice power companies use a variety of generation technologies and tend to charge the going market price for output, which today is north of 12 ¢ per kWh at residential retail. So insofar as concerns consumers, nuclear power differs little from the conventional electricity reported lower in the table. This second salient point is that, in a bit more than a year and a half, the per-mile driving cost of all sources of energy went up, except for three: (1) gasoline, (2) natural gas at industrial rates (not at residential rates), and solar photovoltaic energy. Except for the last, the cost per-mile decreases were within the margin of error of this table: 11% for gasoline, and 6% for industrial natural gas. The only driving cost that decreased substantially was that of commercial solar PV energy, which dropped by more than a factor of two. The reason was real, not mere price volatility. During that time both the purchase price per watt of solar cells and the “turnkey cost” of making a working array from them went down substantially. This post explains the phenomenon and its future prospects. The final point surprised even me. The cost per mile of driving energy from our own small-scale residential solar array, installed this August (and described and pictured here), beat the cost of every other form of driving energy, except for commercial solar photovoltaic energy. This point is real. It’s based on the actual price we paid for our array, before considering federal and state tax credits, but amortizing that cost over the array’s projected energy output. The resultant figure is only 1.5/11.2 = 13% of the cost of driving on gasoline. (There is no adjustment for distribution or profit because the array is ours; we paid for it and own, maintain and operate it.) There is no comparable residential solar figure for 2012. Until we installed our array this last August, we had no accurate idea what residential solar PV energy would cost. Unfortunately, since electricity is fungible, regardless of source, no consumer is likely to see the benefit of the extremely low cost of commercial solar photovoltaic energy until that source produces a lot higher fraction of our nation’s electric energy than it does today. So right now, today, installing your own solar array gives you the lowest cost of any means of moving a car forward, other than pushing it. A close second is natural gas at industrial rates, resold at retail rates by commercial service stations. But unless you are a large organization that can negotiate industrial rates for your natural gas, you have to go to a service station to enjoy the substantial price advantage over residential rates. You can’t “gas up” at home, as you can if you have your own solar array. Installing your own solar array also has a decisive medium-term (and long-term) advantage over converting your car to run on natural gas, or buying a new natural-gas or dual-fuel car. That’s price stability. Because solar PV energy requires no fuel and has very low maintenance expense, the energy cost of driving on the sun depends almost entirely on the cost of installing your solar array. That energy cost will therefore be stable for the array’s working lifetime, probably a century. But natural gas will get more and more expensive as power companies use more of it as a cleaner substitute for coal and drivers use more of it as a cheaper and cleaner substitute for gasoline. If you want assurance that your driving energy costs won’t jump in ten years, invest in driving on the sun. My wife and I will be long dead before the solar panels in our array have to be replaced (barring accident or other insured loss). So we’ll also be long dead before the amortization of the array’s cost ends. But our heirs or future owners our house will have essentially free energy for driving, for about a century. (Our realtor tells us that we (or our estate) won’t recover the array’s full cost when the house sells; instead, the array will be a selling point making the property easier to sell, at least to educated buyers.) So the key “takeaway” from the table is simple. Right now, today, you can cut your energy cost per mile of driving by installing a solar PV array and using it to power an electric car. In fact, you can cut that cost by a factor of 11.2/1.5 = 7, as compared to gasoline in a 30 MPG car. And once your array is paid off, you can drive for free, at least as far as concerns energy. You’ll still have to buy an electric car and maintain it. But maintenance promises to be much cheaper for electrics than for gasoline cars, with the possible exception of the batteries. Once electric cars become true mass-market vehicles, car companies will no doubt reduce this expense with warranties, battery swaps, and/or battery replacement programs (with prorated expenses for use, as for used tires). (There are lots of ways for car makers to do this. For a complete analysis of one, click here.) The driving cost of energy from your own solar array is more real than that from a commercial array. As noted above for nuclear energy, power companies mix and match energy sources and charge the going all-means rate for solar energy regardless of its low generating cost. But if you have your own solar array, you can recharge your car’s batteries directly, an act that also solves the solar intermittency problem. If you use your car during the day, as most people do, you can avoid the entire cost of charging at night if your power company has “net metering,” which many do. (“Net metering” means charging you only for the difference between energy you use and energy you generate, regardless of timing and intermittency.) Notes: The methods of calculation are precisely as described in my earlier post (after the table). The only differences are in the underlying cost parameters, which are mostly taken or derived from data from our own Energy Information Administrations website, as follows: Gasoline: EIA Weekly Gasoline and Diesel Retail Prices, All Grades, for 12/09/13 Natural Gas (Residential and Industrial): EIA US Natural Gas Prices, Monthly, for September 2013 Conventional Electricity (Residential and Industrial): EIA Total Energy, Data, Monthly Energy Review, Table 9.8 Average Retail Prices of Electricity, August 2013 Solar Photovoltiac Electricity (Residential): The projected cost of energy from our own solar array, with a turnkey capacity price of $5.98 per Watt, based on this table, which converts turnkey array (capacity) prices to output energy prices. (There is no distribution or profit factor for residential arrays.) Solar Photovoltaic Electricity (Commercial): The cost of generation using a large-scale commercial array with a state-of-the art turnkey price of $2 per Watt capacity, amortized over the lifetime of the array, plus a 50% distribution and profit adjustment, as explained here. [Scroll down to notes on “Solar Photovoltaic Electricity.”] As noted above, no power company is likely actually to offer energy at this rate, for two reasons. First, power companies mix and match power sources and charge the going rate for energy generally, regardless of source. Second, solar power is intermittent, so power companies need a method of storage or other methods of generation to use it efficiently. This gives them a reasonable excuse never to sell solar PV energy, with its world-beating low generation cost, by itself. But if you have your own solar array, your car’s batteries, or your power company’s net metering, solves the intermittency problem for you, transparently and with no extra effort or additional investment on your part. Erratum: An earlier version of this post calculated the advantage of our small-scale solar array over gasoline as 11.2/0.8 = 14, or only 7% of the energy operating cost. Those figures, of course, are for a large-scale commercial solar array, not for our small-scale residential retail array. Big firms that install their own large-scale arrays to run a fleet of electric cars could realize that advantage, but consumers like us cannot, yet. I regret the error.
An Award to Apple
Congratulations Apple! For 2013, you win my Gratuitous Customer Screwing Award. Hands down. Whatever possessed your programmers to mangle your file-handling commands and demolish longstanding industry standards so? Whatever executive-cretin approved the mindless, makework changes? Wasn’t it enough that the venerable “Save As” command disappeared from your recent O/S updates without a trace? In your new “Mavericks” operating system, did you really have to change “Close” to mean “save and close”? Now inadvertent changes to a forgotten document sitting on a desktop for days or weeks become permanent on closing it. The next time a user opens it, he or she has to scan through and look for damage. What a colossal waste of time! If you want to create a new version of an old document and keep the original, you have to open it, copy it, open a new blank page, and copy the document in. If you open it, change it, and close it, just out of habit, there goes the old document. Without a “Save As” command, there’s no simple way to preserve the original and put the modified file in a new place. And God help you if you happen to cut, rather than copy, the original document and then overwrite the cut-page memory buffer. When you close the file, you get a blank page in storage, and your backup file disappears. Bye, bye hard work! All this needless churning gives the term “maverick” a whole new meaning. For the personal-computer industry’s entire history, file-handling commands have had simple, intuitive, universally accepted meanings. “Close” meant, simply, close the file without saving. “Save”—not surprisingly—meant “save the file.” “Save as” meant save the file with another name and/or in another storage location. So simple and intuitive. So longstanding. So venerable. So well established in the habits and cerebella of all who didn’t buy their first computing device yesterday. But tradition and customers’ habits mean nothing to computer programmers who think they own the world, or at least its virtual reflection. Who do they think they are? bankers? Now I look forward to equally destructive and gratuitous new initiatives by Apple. Why not have its corporate vehicles drive on the left hand side of the road, out of solidarity with the Brits and Japanese? Why not use “left-handed” nuts and bolts that open clockwise and close counter-clockwise? Why not put car doors on the roof of the car, so that the sides can be free of obtrusions and dings? Why not change every command on the menu? After a few years of total confusion, won’t that give Apple a lock on users’ habits? Why not just go the Full Monty and make products out of anti-matter, then watch customers explode? The cloud is the excuse, you say. Well, would “Save in Cloud” and “Save Locally” be too hard to understand? Must customers like me, who’ve used computers for decades, adapt to cell phone and tablet users who are too lazy or forgetful to save before closing a file? Why not add new commands, rather than change ones customers have been using for decades? Or at least why not give customers not raised on smart phones a choice of command regimes? Apple’s programmers, we are told, are among the industry’s most “innovative.” So we can assume that they were thinking about something when they made this mess. Whatever it was, it certainly wasn’t existing customers. It’s never too late to change back. Remember Coca Cola’s misshapen bottle! New customers in their teens may laugh at an old geezer like me. But after a few years of constant, gratuitous turmoil and churning in their online work and social environments, they won’t be laughing any more. They’ll be looking for providers that change only what’s absolutely necessary to add useful new features but leave the basics alone. I don’t know whether Apple will respond to this online complaint. But I do know one thing. Unless it does, I’ll be using Google, not Apple, for cloud services. Google’s programmers think of existing customers first, and they usually leave at least an optional path back. Footnote: I know, I know. The title “Mavericks,” plural, comes from the name of a surfing spot in California, not the word. But there’s an obvious double entendre: Apple prides itself on being an industry maverick and therefore (in its mind) an industry leader. Since when does a leader slam existing customers to attract new ones or sell new things? permalink13 December 2013
Understanding Ukraine
“Following the collapse of czarist Russia in 1917, Ukraine was able to achieve a short-lived period of independence (1917-20), but was reconquered and forced to endure a brutal Soviet rule that engineered two forced famines (1921-22 and 1932-33) in which over 8 million died. In World War II, German and Soviet armies were responsible for some 7 to 8 million more deaths.”In other words, Ukraine was Soviet Russia’s breadbasket, and Stalin stole the bread, sometimes even the seed corn. This was not just a matter of Russian need. Stalin in his paranoia believed in having weak neighbors and, if necessary, making them weak. Stalin was no fan of Jesus’ advice, “love thy neighbor as thyself.” He did much the same thing to Poland. That’s one reason reason why Poland is now such an enthusiastic (and generally anti-Russian) EU member. When the Great War came, many Ukrainians welcomed the Nazi troops and fought with them against Russian Communists. But they soon learned that the Nazis considered them inferior, not much better than Jews, and had scheduled them for liquidation and their territory for annexation. So the starved and largely unarmed Ukrainians got crushed between the great armies of two evil empires. The result was probably the second most dire wartime tragedy in Eastern Europe, after Russia’s own suffering in its “Great Patriotic War.” Today, Russia is Ukraine’s largest trading partner, by far. It supplies about a fifth of Ukraine’s imports (worth 17.5 billion 2012 dollars). And it buys almost a quarter of Ukraine’s exports (worth 16.5 billion 2012 dollars). Thus Ukraine’s trade balance with Russia is negative, but not by much. It’s a pretty equal economic match. Most of what Ukraine buys from Russia is energy. In 2009, it imported almost twice as much oil as it produced, mostly from Russia. It exported a negligible amount. In the same year, its imports of natural gas were 188% of its production, although it was able to export about 7% of its imports, mostly to Europe. After 1991, the newly independent Ukraine and ex-Soviet Russia both struggled to convert their economies from Soviet-style command and control to free markets. Both incurred considerable hardship in doing so. In 2009, their separate hardships collided in a dispute over natural-gas pricing. One result was a two-week cutoff of Russian natural-gas exports to Ukraine, and through Ukraine to Europe, in the middle of winter. Ukraine and Russia soon resolved their dispute with a ten-year contract for natural gas supply and transit, which brought prices to market levels. Later, Ukraine won some price relief in exchange for extending the lease on Russia’s Black-Sea naval base. As this brief summary shows, Russia’s relationship with its smaller “mother country” is far more fraught than ours with Britain. This is no result of national schizophrenia on Ukraine’s part. It’s a direct result of geography, demographics, economics, and a history of suffering and hardship the likes of which we Yanks have never experienced, except (for a much briefer time) during our Civil War. Today Ukraine values its independence, as it always has. It still bears the painful scars of Stalin’s brutality. Its people want to be part of Europe so they can be freer from the Russian bear’s not-always-friendly embrace. They also want Ukraine to be the strong and independent European power that it was a millennium ago. But how realistic are those dreams? How much hard work and hardship must precede their realization? Aye, there’s the rub. Today, “Ukraine depends on imports to meet about three-fourths of its annual oil and natural gas requirements and 100% of its nuclear fuel needs.” Most of those imports come from Russia. As of 2012, none of Ukraine’s largest export partners was in Europe. Turkey, which may some day become an EU member, took 6% of Ukraine’s exports. In comparison, China took 4.1% and Russia nearly a quarter. The EU was more important for Ukraine’s imports. Germany and Poland collectively supplied 16.7%, not far behind Russia’s 19.4%. China was third, with 10.2%. Even considering imports, Ukraine’s trade relationship with Russia today is far more important to its economic prosperity and survival than the EU’s. We need just one more fact to understand Ukrainian President Viktor Yanukovych’s recent pirouette. Trade pacts generally don’t reduce the prices of goods imported from abroad. Import tariffs may increase them, but that’s the importing country’s business. In other words, Ukraine’s imports from Europe won’t get any cheaper when and if Ukraine joins the EU. They could get cheaper if Ukraine now imposes tariffs on them and dropped those tariffs to join the EU. But Ukraine could drop its tariffs unilaterally, right now. Nothing stops it (if it has tariffs), other than a potential loss of government tariff revenue and possible hardship for domestic competitors. The main advantage of joining a trade pact is not reducing your own tariffs, which you could do by yourself. It’s improving the competitiveness of your own domestic industries by reducing or eliminating others’ tariffs on your exports. Yet, right now, Ukraine exports little or nothing to Europe. And anyway, could Ukraine’s industries compete with Germany’s now, even on a level playing field? So what benefit would EU membership, even if available now, offer Ukrainians? It wouldn’t make imported European products any cheaper than Ukraine could make them on its own by reducing or eliminating its own tariffs, if any. And Ukraine has few exports to Europe to promote. There is only one answer that makes sense: jobs. The CIA cites Ukraine’s unemployment rate as 7.5%, not much higher than ours. But it also notes dryly, “official registered; large number of unregistered or underemployed workers.” Apparently, official figures lie, and Ukraine has a big unemployment problem. Many of those people demonstrating in the streets, at the onset of a cold winter, might want jobs, or at least better jobs. If Ukraine were an EU member, they could go anywhere in Europe to get them, just like the Poles recently and the Irish and Spanish now. So the large public demonstrations may be as much a vote of “no confidence” in the Ukrainian economy as in Mr. Yanukovych. Unemployed Ukrainians may want to vote with their feet. But without visas and special work permits from Europe, they have nowhere to go. If they could get jobs in the EU, they might be willing to endure the hardship of temporary exile, like all “guest workers,” the better to support themselves and their families. And like all guest workers, they would send money back home. These workers’ dreams make sense. But Yanukovych has done nothing to thwart them. In fact, he may have made brought them closer. By “pivoting” toward Russia, he got the EU to reduce its demands for entry. Maybe less austerity now will harm Ukraine’s economy in the long term. But in the short term, it might reduce ordinary Ukrainians’ hardship. Austerity is not easy; just ask Greeks, Irish, or Spaniards today. It’s a good bet that Yanukovich knows his own economy, with all its warts and discontents, better than Europeans, let alone Yanks. So he was right to bargain with the IMF, and the IMF is right to be flexible. In any event, there is no dilemma. This is not an either-or choice. There is no reason why Ukraine cannot be a member of both Russia’s Customs Union and the EU. Customs Union membership would give Ukraine immediate, as well as long-term, benefits. While EU membership may offer better employment prospects for individual Ukrainians, it’s going to be a while before Ukraine’s industries can compete with France’s or Britain’s, let alone Germany’s. So EU membership is properly a longer-term Ukrainian goal. To my knowledge, EU membership (like membership in any modern trade pact) does not require breaking earlier trade pacts. All it requires is so-called “most favored nation” treatment. If Ukraine gives Russia special trade concessions, it must give the same concessions to all the EU’s members when it joins. But no requirement of EU membership should force Ukraine to break a pact with Russia’s Customs Union or decrease its trade with Russia. Trade is not a zero-sum game. So Yanukovych’s goal may be membership in both the Customs Union and the EU. If it’s not, it should be. That would be a global first and a win-win-win for the Ukraine, Russia and the EU. It would also be a fitting goal for a nation that once was the heart of Eastern Europe, and may some day be again. Footnote: Most facts and figures in this post, and all direct quotes, come from the CIA’s online Factbook page on Ukraine.