Category: Economics – Innovation

Innovation in educational economic policy, planning and practice.

  • Economics and Electrons

    Economics and Electrons

    The announcement by Elon Musk of his proposed electric semi-truck and new roadster almost broke the internet last week.

    Perhaps missed in the hype, cheering and very loud music accompanying a very, very, very fast red car, was a small, but potentially profound announcement about the truck “mega-chargers” and the flat-priced provision for charging these trucks.

    Innovations in this sector are highly focussed on the elephant in the room.  Running costs. The famous UPS “don’t turn left” innovation saves millions, but Musk’s numbers look like he might genuinely change the face of the industry and address some of the drivers of climate change at the same time.

    This is potentially the single biggest disruption in the transport and logistics industry; ridiculously cheaper, fixed cost “fuel”. This truck is a “day-tripper”, with no sleeping/overnight cabin.

    Musk suggests a flat-price of electricity at the mega-chargers of 7 cents Kwh. Powered by their own solar photovoltaics.

    Tesla Megacharger
    [Tesla Megacharger -Source: Mashable.com]

    Fixed running cost [almost]

    He detailed that at 7 cents per kilowatt-hour, assuming a diesel fuel price of US$2.50 per gallon, coupled with insurance and maintenance costs, a Tesla Semi driven at 60 miles per hour with an full load on a 100-mile route would cost about $1.26 a mile to operate, compared to $1.51 per mile for a diesel truck.

    Design

    The truck’s drag coefficient is 0.36, which is actually less than the 0.38 coefficient of the Bugatti Chiron, one of the world’s fastest sports car. A diesel truck, by comparison, has a coefficient of between 0.65 and 0.7. [Think of a brick versus a bullet]

    Platooning [ Investment multiplier]

    As mentioned in presentations and on my WhaleSongServices blog, “platooning” will [and is] already changing the face of transport planning.  Musk said that Tesla Semis will be capable of platooning, and in that configuration a diesel truck will be twice as expensive. The ability to digitally link trucks together for greater efficiency makes it

    “not just economic suicide to use one diesel truck; it’s economic suicide for rail”

    – Elon Musk

    He might just be right.

    Links

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  • Study quantifies impact of Broadband on GDP

    A new report, released in September of this year, conducted jointly by Ericsson (NASDAQ:ERIC), Arthur D. Little and Chalmers University of Technology in 33 OECD countries, quantifies the isolated impact of broadband speed, showing that doubling the broadband speed for an economy increases GDP by 0.3%.

    A 0.3 percent GDP growth in the OECD region is equivalent to USD 126 billion. This corresponds to more than one seventh of the average annual OECD growth rate in the last decade.

    At a local level we know that such infrastructure and access is critical to the long-term well being of regions.

    In work completed by Peter Brain and National Economics over many years, including the “State of the Regions” report [SOR] we have known of the relationship [for example] between ADSL speeds and per-capita income or ADSL speeds and the NIEIR unemployment rate. This is [perhaps] obvious [now] but still poorly understood and demonstrated when it comes to discussions about “national skills” or the “urban/regional divide” debates in modern policy positions.

    ADSL 2008
    Average ADSL Speed vs Per Capita Income & NIEIR Unemployment Rate

    National Economics modelling showed that lagging regions have poor access to quality telecommunications infrastructure, preventing efficient internet usage and, therefore, reducing the possibilities for exporting and attracting high technology firm start-ups. Low productivity/economic regions have relatively high local government tax rates because the cost of delivering basic services to the community is relatively high.

    The OECD research further confirms these relationships. The National Broadband Network and those working to improve the links for regional Australia in to a modern skills base, including regional and local councils, will do well to stay focussed on such research.

    It’s worth the read.

    Links:

  • First, Find out What Works

    This is re-produced from Andrew Leigh’s WebSite.

    Among the most interesting debates in economics today is the dispute between Jeffrey Sachs and William Easterly over how best to help the world’s poor. The discussion is interesting not only because it concerns the most important question in all of economics, but also because Sachs and Easterly happen to be exceptionally good communicators. And like the longtime Mets-Yankees rivalry, both happen to be at New York universities: Sachs at Columbia University, and Easterly at New York University.

    At stake is the question of whether development economics requires a Big Push or piecemeal reform. In The End of Poverty: Economic Possibilities for Our Time, Sachs argues that the world’s least developed countries are caught in a poverty trap, and that success requires a doubling of foreign aid. In The White Man’s Burden: Why the West’s Efforts to Aid the Rest Have Done So Much Ill and So Little Good, Easterly contends that much foreign aid has been wasted, and that it would be better to focus on taking modest, deliverable steps to make poor people’s lives better.

    Whoever is right (my own view is that the truth lies somewhere between the two), the Sachs-Easterly debate has helped to galvanise a revolution in development economics. Integral to the development economics revolution has been the advent of rigorous randomised trials to find out what works. Long regarded as the ‘gold standard’ in medicine, a spate of randomised trials are taking place across the developing world.

    In Kenya, researchers have shown that deworming drugs dramatically reduce school absences, while worm-prevention education programs had no impact whatsoever. In the Philippines, savings incentives have been shown to boost the assets of the poor. And in India, a program that paid teacher bonuses raised [“acrobat”] student test scores by a significant margin.

    The reason randomised trials are so powerful is that they allow us to know the counterfactual: what would have happened if the program was not implemented? Because participants are assigned to the treatment and control groups by the toss of a coin, we can be sure that any systematic differences in outcomes are due to the program itself.

    Beyond program evaluation, randomised trials have also been used to help researchers learn more about issues of governance, which have long bedevilled development efforts. In a famous randomised trial in Benin, researcher Leonard Wantchekon persuaded presidential candidates in the 2001 election to randomly alter their campaign strategies: giving high-minded public policy speeches in some villages, and pork-barrelling clientelist speeches in other villages. He found that candidates won more votes when they delivered a clientelist speech, and that male voters tended to be more easily swayed by offers of local patronage than female voters.

    More controversially, Marianne Bertrand and co-authors recently followed a group of Indian applicants through the notoriously corrupt process of obtaining a driving licence. One group were offered a financial reward if they obtained their licence fast, while others were not. The researchers found that the payment did indeed lead applicants to get their licences faster, but their skills were no better. Given a surprise driving test afterwards, 69 percent failed. Evidence from the randomised trial helps understand how corruption in the licensing process operates, and may assist reformers in improving the system.

    As the results from these and dozens of other randomised trials begin to pour in, development economists will continue to hone their knowledge about what works best, and whether the kind of grand strategy of Sachs or the more piecemeal approach of Easterly is likely to offer more promise for raising the living standards of those in developing countries.

    Yet while randomised policy trials are transforming development economics, it is startling that our homegrown development challenge – raising the living standards of Indigenous Australians – has seen so little attention to rigorous evaluation. With Indigenous life expectancy at third world levels, too much of Indigenous policy seems to be driven by instinct, and too little by results.

    Instead of digging in behind their favoured solutions, wouldn’t it be better if both sides of politics admitted that most social policies aimed at improving Indigenous living standards have failed? Once we acknowledge how little we know, we might then begin by applying the same gold standard evaluation technique to Indigenous social policies that we apply to new drugs.

    A dozen randomised trials of Indigenous social programs would cost comparatively little, but provide valuable new evidence. In health and education, employment and family policies, Indigenous policymaking could do with a little less rhetoric and a little more of the modest searching that characterises the best of development economics today. Think your policy works? Let’s toss a coin and find out.

    [Source: Dr. Andrew Leigh]

    Dr Andrew Leigh is an economist in the Research School of Social Sciences at the Australian National University.

  • Investor groups question Macquarie’s infrastructure assets

    A very interesting discussion on ABC radio regarding new models of infrastructure funding and the sustainability of the programmes.

    Macquarie Bank’s bosses have made millions by buying and running toll roads and airports and it’s the world’s biggest name in infrastructure.

    But there are questions about whether its pioneering model for financing these assets is sustainable.

    Investor groups are shunning the key tollways business and they’ve told the Lateline Business TV program they don’t like the big levels of debt.

    Link: Investor groups question Macquarie’s infrastructure assets.

    Source: ABC