Coyote Blog

Nearly 8 years ago (can it be so long?) I wrote a series of articles about what I called the electric vehicle mileage fraud at the EPA.  Rather than adopt sensible rules for giving electric vehicles an equivalent mpg rating, they used a horrible unscientific methodology that inflated the metric by a factor of three (in part by ignoring the second law of thermodynamics).  All the details are still online here.  I am not omniscient so I don't know people's true motivations but one is suspicious that the Obama administration wanted to promote electric vehicles and put their thumb on the scale of this metric (especially since the EPA in the Clinton Administration has already crafted a much better methodology).  To be fair, smart people screw this up all the time -- even Eric Schmidt screwed it up.

Take for example the Tesla model 3, which has been awarded an eye-popping eMPG of between 120 and 131.   Multiplying these figures by .365 (as described in my linked article) gets us the true comparative figure of 44 to 48.  This means that in terms of total energy consumption in the system, the Tesla is likely better than most gasoline-powered vehicles sold but less energy efficient than top hybrids (the Prius is listed as 53-58 mpg).  At the end of the day, electric cars feel cheaper to fuel in part because they are efficient, but perhaps more because there is no little dial with rotating dollar numbers on the electric cables one attaches to charge them  (also, there are still places where one can skim electricity for charging without paying).

Basically, I have been a voice in the wilderness on this, but I just saw this note on the Tesla Model 3 and its operating costs from Anton Wahlman writing at Seeking Alpha

there are attractive and spacious hatchbacks yielding at least 55 MPG for under $25,000, without taxpayer funding needed. Just to be conservative and give the opposite side of the argument the benefit of the doubt, I’ll refer to these as 50 MPG cars, even though they perform a little better. Rounding down is sufficient for this exercise, as you will see below....

To find out [the price to charge a Tesla], you can go to Tesla’s Supercharger price list, which is available online: Supercharging.

As you can see in the table above, the average is close to the $0.24 per kWh mark. So how far does that $0.24 take you?

The Tesla Model 3 is rated at 26 kWh per 100 miles according to the U.S. Department of Energy: 2018 Tesla Model 3 Long Range.

In other words, almost four miles per kWh. It’s close enough that we can round it up to four miles, just to give Tesla some margin in its favor. That squares with the general rule of thumb in the EV world: A smaller energy-efficient EV will yield around 4 miles per kWh, whereas a larger EV will yield around 3 miles per kWh.

That means that at $0.24 per kWh, the Tesla Model 3 costs $0.06 per mile to drive.

How does that compare to the gasoline cars? At 50 MPG and today’s nationwide average gasoline price of $2.65, that’s $0.05 per mile. In other words, it’s cheaper to drive the gasoline car than the Tesla Model 3.

This result that the Tesla is slightly more expensive to fuel than the top hybrids is exactly what we would expect IF the EPA used the correct methodology for its eMPG.  However, if you depended on the EPA's current eMPG ratings, this would come as an enormous shock to you.

Electric vehicles have other issues, the main one being limited range combined with long refueling times.  But there are some reasons to make the switch even if they are not more efficient.

1. They are really fun to drive.  Quiet and incredibly zippy.
2. From a macro perspective, they are the easiest approach to shifting fuel.  It may be easier to deploy natural gas to cars via electricity, and certainly EV's are the only way to deploy wind or solar to transportation.

One of my favorite correspondents, also the proprietor of the Finem Respice blog, sent me a note today about my article the other day about cheating on diesel emissions regulations.   The note covers a lot of ground but is well worth reading to understand the crony-regulatory state.  They begin by quoting me (yes, as I repeat so often, I understand that "they" is not grammatically correct here but we don't have a gender-neutral third person pronoun and so I use "they" and "their" as substitutes, until the SJW's start making me use ze or whatever.)

"My thinking was that the Cat, Cummins, and VW cheating incidents all demonstrated that automakers had hit a wall on diesel emissions compliance -- the regulations had gone beyond what automakers could comply with and still provide consumers with an acceptable level of performance."

Exactly. More importantly, the regulators KNEW it. I was researching energy shorts and had a ton of discussions with former regulatory types in the U.S. I was stunned to discover that there was widespread acknowledgement on the regulatory side that many regulations were impossible to comply with and so "compliance trump cards" were built into the system.

For instance, in Illinois you get favorable treatment as a potential government contractor if you "comply" with all sorts of insane progressive policy strictures. "Woman or minority owned business" or "small business owner", as an example. Even a small advantage in the contracting process for (for example) the State of Illinois puts you over the edge. Competitors without (for instance) the Woman or Minority Owned Business certification would have to underbid a certified applicant by 10-15% (it's all a complex points system) to just break even. It got so bad so quickly that the regs were revised to permit a de minimis ownership (1%). Of course, several regulatory lawyers quickly made a business out of offering minority or women equity "owners" who would take 1% for a fee (just absorb how backwards it is to be paying a fee to have a 1% equity partner) with very restrictive shareholder agreements. Then it became obvious that you'd get points for the "women" and "minority" categories BOTH if you had a black woman as a proxy 1% "owner." There was one woman who was a 1% owner of 320 firms.

Some of my favorites include environmental building requirements tied to government contract approval. The LEED certification is such a joke. There are a ton of "real" categories, like motion detecting lights, solar / thermal filtering windows, CO2 neutral engineering. But if you can't get enough of that, you can also squeeze in with points for "environmental education". For instance, a display in the lobby discussing the three solar panels on the roof, or with a pretty diagram of the building's heat pump system. You can end up getting a platinum LEED certification and still have the highest energy consumption density in the city of Chicago, as it turns out.

U.S. automakers have been just as bad. There's been a fuel computer "test mode" for emissions testing in every GM car since... whenever. Also, often the makers have gotten away with "fleet standards" where the MPG / emissions criteria are spread across the "fleet." Guess how powerful / "efficient" the cars that get sent to Hertz or Avis are.

Like so many other things in the crony capitalist / crudely protectionist United States, (e.g. banking prosecutions) foreign firms will get crucified for industry-wide practices.

Gee, I wonder if state-ownership of GM has been a factor in sudden acceleration / emissions prosecutions?

BTW, I wrote about the silliness of LEED certification here, among other places, after my local Bank of America branch got LEED certified, scoring many of their points by putting EV-only spaces (without a charger) in the fron of the building.  In a different post, I made this comparison:

I am not religious but am fascinated by the comparisons at times between religion and environmentalism.  Here is the LEED process applied to religion:

• 1 point:  Buy indulgence for $25
• 1 point:  Say 10 Our Fathers
• 1 point:  Light candle in church
• 3 points:  Behave well all the time, act charitably, never lie, etc.

It takes 3 points to get to heaven.  Which path do you chose?

John Stossel has a great link-filled round up of failed and failing solar and green energy programs funded by the Obama Administration with our money.  Check out the extensive list.

Here, for laughs, is Ray Lane of Kleiner Perkins rhapsodizing about Obama as the greatest government venture capitalist ever, and using for his prime example ... Solyndra!

I suppose at one point Kleiner Perkins used to take private risks with private money, but it seems to have found out it can make higher returns leveraging its investments with taxpayer money, and then using political influence to mandate business for the companies in which it invests. Thus the hiring of Al Gore, among other moves, to the KP board. Lane, by the way, is Chairman of serial government trough-feeder Fisker automotive, which make admittedly very cool-looking cars that require a lot of taxpayer subsidies.

Certainly Mr. Lane knows something about marketing, including that age-old tactic the "bait and switch."  The taxpayer subsidies of Fisker were made on the theory that electric cars were somehow greener than gasoline cars because they use less energy.  But looking at the fuel at the power plant it takes to make the electricity that goes into a Fisker Karma, the car gets worse gas mileage than an SUV  (only an EPA equivalent MPG standard that breaks the second law of thermodynamics hides this fact).  Congratulations Mr. Lane, green subsidies for sub-SUV gas mileage.  All those checks KP partners wrote to Obama in the last election certainly got a good return.

I am glad to see that other sites with more influence than I are focusing attention on the electric vehicle mileage fraud.   The Green Explored site writes, via Q&O:

The EPA allows plug in vehicle makers to claim an equivalent miles per gallon (MPG) based on the electricity powering the cars motors being 100% efficient. This implies the electric power is generated at the power station with 100% efficiency, is transmitted and distributed through thousands of miles of lines without any loss, is converted from AC to DC without any loss, and the charge discharge efficiency of the batteries on the vehicle is also 100%. Of course the second law of thermodynamics tells us all of these claims are poppycock and that losses of real energy will occur in each step of the supply chain of getting power to the wheels of a vehicle powered with an electric motor.

Finally!  For months I have been writing about this and have started to believe I was crazy.   I have written two Forbes pieces on it (here and here) and numerous blog posts, but have failed to get much traction on it, despite what appears to be near-fraudulent science.  I wrote

the government wants an equivilent MPG standard for electric cars that goes back to the power plant to estimate that amount of fossil fuels must be burned to create the electricity that fills the batteries of an electric car.  The EPA’s methodology is flawed because it assumes perfect conversion of the potential energy in fossil fuels to electricity, an assumption that violates the second law of thermodynamics.   The Department of Energy has a better methodology that computes electric vehicle equivalent mileage based on real world power plant efficiencies and fuel mixes, while also taking into account energy used for refining gasoline for traditional cars.  Using this better DOE methodology, we get MPGe’s for electric cars that are barely 1/3 of the EPA figures.

The linked articles provide much more detail on the calculations.  As a result, when the correct methodology is applied, even in all-electric mode the heavily subsidized Fisker Karma gets just 19 MPG-equivalent.

Do you want to know the biggest energy advantage of electric cars?  When you fill them with energy, you don't stand there at the pump watching the cost-meter spin, as you do in a gas station.   It's not that the energy cost is lower, it's just better hidden (which is why I suggested the Fisker Karma be renamed the Fisker Bastiat, after the French economist who wrote so eloquently about the seen and unseen in economic analysis).  It's why, to my knowledge, no electric car maker has ever put any sort of meter on its charging cables.

I don't really want to ridicule Kevin Drum here for thinking out loud.  I really hate partisan Conservative and Liberal team-politics blogs, but I read a few to stay out of the echo chamber, and Drum is smarter and incrementally more objective (a relative thing) than most.

But this is really terrible, awful engineering intuition:

These two things together reminded me about an energy factoid that's always struck me as slightly odd: virtually every form of energy seems to be almost as efficient as burning oil, but not quite.

For example, on either a power/weight basis or a cost basis, batteries are maybe 2x or 3x bigger and less efficient than an internal combustion engine. Not 50x or 100x. Just barely less efficient. And you see the same thing in electricity generation. Depending on how you do the accounting, nuclear power is maybe about as efficient as an oil-fired plant, or maybe 2x or 3x less efficient. Ditto for solar. And for wind. And geothermal. And tidal power.

I'm just noodling vaguely here. Maybe there's an obvious thermodynamic explanation that I'm missing. It's just that I wouldn't be surprised if there were lots of ways of generating energy that were all over the map efficiency-wise. But why are there lots of ways of generating energy that are all surprisingly similar efficiency-wise? In the great scheme of things, a difference of 2x or 3x is practically invisible.

First, we have to translate a bit.  He mentions power to weight ratios for batteries in the second paragraph.  In fact, batteries have terrible power (actually energy storage) to weight ratios vs. fossil fuels, much worse than 2-3x for energy storage per unit of weight or volume.  That is why gasoline is still the transportation energy source of choice, because very few things short of plutonium have so much potential energy locked up in so little volume.  But I will assume he is comparing an entire electric drive system compared to a gasoline drive system (including not just energy storage but the drive itself) and in this case the power to weight ratios are indeed closer.

But here is the problem:  in engineering, a 2-3x difference in most anything -- strength, energy efficiency, whatever -- is a really big deal.  It's the difference between 15 and 45 MPG.   Perhaps this is Moore's Law corrupting our intuition.  We see electronic equipment becoming twice as powerful every 18 months, and we start to assume that 2x is not that much of a difference.

But this is why Moore's Law is so much discussed, because of its very uniqueness.  In most fields, engineers tinker for decades for incremental improvements, sometimes in the single digit percentages.

The fact that alternative energy supporters feel like their preferred technologies are just so close, meaning they are only 2x-3x less efficient than current technologies, explains a lot about why we skeptics of these technologies have a hard time getting through to them.

I started blogging because I was always frustrated in live arguments that I would remember the killer comment 5 minutes too late, so it is no surprise that I find live TV frustrating.  Here is how I had hoped the interview would go this morning on Fox.  In actual execution, I decided not to play the "2nd law of thermodynamics" card on the morning show just after the in-studio visit by a bunch of bijon frise's.

I'm confused, why are we we even talking about miles per gallon in an electric car?

• We measure how well traditional cars use fossil fuels with the miles they drive per gallon of gas, or mpg
• Of course, we can't measure efficiency the same way in an electric car since they don't use gas directly, though the electricity we use to charge them is mostly produced from fossil fuels.
• So the EPA came up with a methodology to show an equivalent MPG for electric cars so their fossil fuel use (way back in the power plant) could be compared to traditional cars

And you think there is a problem with those numbers?

• It turns out the EPA uses a flawed methodology that overstates the electric car equivalent MPG, in part because they assume the potential energy in fossil fuels can be converted to electricity in the power plant with perfect efficiency, which doesn't happen in real life and actually violate the second law of thermodynamics

How should they have done it?

• During the Clinton administration, the Department of Energy came up with a better methodology which uses real world power plant efficiencies and fuel mixes to determine how much fuel went into charging an electric car.

• Using this methodology, the Fisker Karma, even in all-electric mode, gets about 19 mpg equivilent, not 52.  This means that it uses about the same amount of fossil fuels to drive a mile as does a Ford Explorer SUV -- the only difference is that the fossil fuel use is better hidden.

I will be on the Fox and Friends morning show tomorrow morning at about 8:50ET  (though of course these things are always subject to change right up to the last minute).  I will be talking Fisker Karma.

This will make the third time I have been on national TV -- one talking about park management, one talking about the minimum wage and this one talking about MPG calculations for electric cars.  At least I am not in a rut, though I think my pundit brand identification is probably confusing.

I had some fun yesterday, dashing off a quick note about the Fisker Karma electric car and just how bad the electric mileage is if you use the DOE methodology rather than the flawed EPA methodology to calculate an mpg-equivalent.

It was the quickest and shortest column I have ever written on Forbes, so of course it has turned out to be the most read.  It has been sitting on top of the Forbes popularity list since about an hour after I wrote it, and currently has 82,000 reads (I am not a Twitter guy but 26,000 tweets seems good).

I wanted to add this clarification to the article:

Most other publications have focused on the 20 mpg the EPA gives the Karma on its backup gasoline engine (example), but my focus is on just how bad the car is even in all electric mode.    The calculation in the above article only applies to the car running on electric, and the reduction in MPGe I discuss is from applying the more comprehensive DOE methodology for getting an MPG equivilent, not from some sort of averaging with gasoline mode.  Again, see this article if you don’t understand the issue with the EPA methodology.

Press responses from Fisker Automotive highlight the problem here:  electric vehicle makers want to pretend that the electricity to charge the car comes from magic sparkle ponies sprinkling pixie dust rather than burning fossil fuels.  Take this quote, for example:

a Karma driver with a 40-mile commute who starts each day with a full battery charge will only need to visit the gas station about every 1,000 miles and would use just 9 gallons of gasoline per month.

This is true as far as it goes, but glosses over the fact that someone is still pouring fossil fuels into a tank somewhere to make that electricity.  This seems more a car to hide the fact that fossil fuels are being burned than one designed to actually reduce fossil fuel use.  Given the marketing pitch here that relies on the unseen vs. the seen, maybe we should rename it the Fisker Bastiat.

Apparently Obama is claiming:

“[Energy] Secretary [Steven] Chu has assured me that within five years, we can have a battery developed that will make a car with the equivalent of 130 miles per gallon.’”

The irony is that if you grade the equivalent mpg of electric cars by the methodology outlined by Chu's own energy department, the number would be about a third of that.  Only by the EPA's flawed methodology do we get equivalent MPG's for electric cars anywhere near 130.

I wrote about this whole sordid mess of inflated MPG numbers for electric cars here.

... there are actually folks who think that Obama's farcical and unreachable 54.5 mpg standards for cars are too low.

Since cars are redesigned every 5 years, the 2025 date is basically 3 car revisions from now.  It also is far enough in the future the auto makers can cynically sign on now fully expecting to ignore or change the regulation in the future.

This is the corporate state in 2011.  Every single executive signing on to this is thinking "this standard is total BS."  But they go along with it because they fear the government's power over them and crave the valuable taxpayer $ giveaways this Administration has demonstrated it is willing to give its bestest buddies in the auto industry.

Of course, once again, some greenie has convinced himself this will create all sorts of jobs.   Sure, investments in car mileage is an investment in productivity (cars will uses fewer resources for the same output, ie miles driven).  BUT - the money that will be forced into this investment would come from other spending and investments.  Right now, private actors think that these other investments are a better use of the money than investing in more MPG.  I will take the market's verdict over the gut feel of an innumerate green.  So this standard is about shifting investment and spending from more to less productive uses.  Which has to reduce growth and jobs.

President Obama wants a 56.2 mile per gallon standard for cars by 2025.  Both advocates and opponents of this say the only way to make this is if everyone drives an electric car or plug in hybrid.  But the fact of the matter is, even those don't get 56.2 mpg, except through an accounting fiction.

A while back I ran the numbers on the Nissan Leaf. According to the EPA, this car gets an equivalent of 99 MPG.  But that is only by adopting the fiction of looking only at the efficiency in converting electricity to power in the wheels.  But the electricity comes from somewhere (the marginal kilowatt almost certainly comes from a fossil fuel) and the new EPA methodology completely ignores conversion efficiency of fuel to electricity.  Here is how I explained it at Forbes:

The problem is that, using this methodology, the EPA is comparing apples to oranges.   The single biggest energy loss in fossil fuel combustion is the step when we try to capture useful mechanical work (ie spinning a driveshaft in a car or a generator in a power plant) from the heat of the fuel’s combustion.  Even the most efficient processes tend to capture only half of the potential energy of the fuel.   There can be other losses in the conversion and distribution chain, but this is by far the largest.

The EPA is therefore giving the electric vehicle a huge break.  When we measure mpg on a traditional car, the efficiency takes a big hit due to the conversion efficiencies and heat losses in combustion.  The same thing happens when we generate electricity, but the electric car in this measurement is not being saddled with these losses, even though we know they still occur in the system.

Lets consider an analogy.  We want to measure how efficiently two different workers can install a refrigerator in a customer’s apartment.  In both cases the customer lives in a fourth floor walkup.  The first installer finds the refrigerator has been left on the street.  He has to spend much of his time struggling to haul the appliance up four flights of stairs.  After that, relatively speaking, the installation is a breeze.  The second installer finds his refrigerator has thoughtfully been delivered right to the customer’s door on the fourth floor.  He quickly brings the unit inside and completes the installation.

So who is a better installer?  If one only looks at the installer’s time, the second person looks orders of magnitude better.  But we know that he is only faster because he offloaded much of the work on the delivery guys.  If we were to look at the total time of the delivery person plus the installer, we’d probably find they were much closer in their productivity.  The same is true of the mileage standards — by the EPA’s metric, the electric vehicle looks much better than the traditional vehicle, but that is only because someone else at the power plant had to do the really hard bit of work that the traditional auto must do itself.  Having electricity rather than gasoline in the tank is the equivalent of starting with the refrigerator at the top rather than the bottom of the stairs.

The DOE has actually published a better methodology, going from "well to wheels," creating a true comparable efficiency for electric cars to gasoline engine cars.  By this methodology, the Nissan Leaf all electric car only gets 36 MPG!  In fact, no current electric car would meet the 56.2 MPG standard if the accounting were done correctly.  Which is why the EPA had to create a biased, inaccurate MPG equivalent measure for electric vehicles to artificially support this Presidential initiative.

I will tell you that no matter how confidence in one has in his own intellectual ability, it's hard not to experience an "am I crazy?" moment when one reaches a conclusion different from everybody else's.  Case in point is my critique of the EPA's mpg numbers for electric vehicles.   The EPA's methodology strikes me as complete BS, but everyone, even folks like Popular Mechanics, keep treating the number like it is a serious representation of the fossil fuel use of vehicles like the Volt and Leaf.

Sot it was therefore nice to see a mechanical engineering professor independently make the same points I did in this Pajamas Media article. Also, my Princeton classmate Henry Payne, who often writes on automotive issues, linked my article at the Michigan View.

After several posts yesterday, I rewrote my thoughts on EV's and the new EPA mileage numbers.  I am more convinced than ever that this standard borders on outright fraud, particularly when the DOE published what should be the correct methodology way back in the Clinton Administration and the EPA has ignored this advice and gone with a methodology that inflates the MPG (equivilant) of EV's by a factor of nearly 3.  For example, the list the Nissan Leaf with an MPGe of 99, but by the DOE methodology the number should be 36.

The full article is in Forbes.com and is here.  An excerpt:

The end result is startling.  Using the DOE's apples to apples methodology, the MPGe of the Nissan Leaf is not 99 but 36! Now, 36 is a good mileage number, but it is pretty pedestrian compared to the overblown expectations for electric vehicles, and is actually lower than the EPA calculated mileage of a number of hybrids and even a few traditional gasoline-powered vehicles like the Honda CR-Z.

Supporters of the inflated EPA standards have argued that they are appropriate because they measure cars on their efficiency of using energy in whatever form is put in their tank (or batteries).  But this is disingenuous.  The whole point of US fuel economy standards is not power train efficiency per se, but to support an energy policy aimed at reducing fossil fuel use.  To this end, the more sophisticated DOE standard is a much better reflection of how well the Nissan Leaf affects US fossil fuel use.  The only reason not to use this standard is because the EPA, and the Administration in general, has too many chips on the table behind electric vehicles, and simply can't afford an honest accounting.

Update: True MPGe is closer to 36, see below.  The 36 actually comes from the government's own research and rule-making, which they have chosen to ignore.

The EPA has done the fuel economy rating for the all-electric Nissan Leaf.  I see two major problems with it, but first, here is the window sticker, from this article

Problem #1:  Greenhouse gas estimate is a total crock.  Zero?

The Greenhouse gas rating, in the bottom right corner, is that the car produces ZERO greenhouse gasses.  While I suppose this is technically true, it is wildly misleading.  In almost every case, the production of the electricity to charge the car does create greenhouse gasses.  One might argue the answer is zero in the Pacific Northwest where most power is hydro, but even in heavy hydro/nuclear areas, the incremental marginal demand is typically picked up by natural gas turbines.  And in the Midwest, the Leaf will basically be coal powered, and studies have shown it to create potentially more CO2 than burning gasoline.  I understand that this metric is hard, because it depends on where you are and even what time of day you charge the car, but the EPA in all this complexity chose to use the one number - zero - that is least likely to be the correct answer.

Problems #2:  Apples and oranges comparison of electricity and gasoline.

To understand the problem, look at the methodology:

So, how does the EPA calculate mpg for an electric car? Nissan's presser says the EPA uses a formula where 33.7 kWhs are equivalent to one gallon of gasoline energy

To get 33.7 kWhs to one gallon, they have basically done a conversion through BTUs -- ie 1 KWh = 3412 BTU and one gallon of gasoline releases 115,000 BTU of energy in combustion.

Am I the only one that sees the problem?  They are comparing apples and oranges.  The gasoline number is a potential energy number -- which given inefficiencies (not to mention the second law of thermodynamics) we can never fully capture as useful work out of the fuel.  They are measuring the potential energy in the gasoline before we start to try to convert it to a useful form.  However, with electricity, they are measuring the energy after we have already done much of this conversion and suffered most of the losses.

They are therefore giving the electric vehicle a huge break.  When we measure mpg on a traditional car, the efficiency takes a hit due to conversion efficiencies and heat losses in combustion.  The same thing happens when we generate electricity, but the electric car in this measurement is not being saddled with these losses while the traditional car does have to bear these costs.  Measuring how efficient the Leaf is at using electricity from an electric outlet is roughly equivalent to measuring how efficient my car is at using the energy in the drive shaft.

An apples to apples comparison would compare the traditional car's MPG with the Leaf's miles per gallon of gasoline (or gasoline equivalent) that would have to be burned to generate the electricity it uses.  Even if a power plant were operating at 50% efficiency (which I think is actually high and ignores transmission losses) this reduces the Leaf's MPG down to 50, which is good but in line with several very efficient traditional cars.

Update: I have new numbers, which in part help respond to the first commenter.   The short answer to his comment is that there is a big difference between handwaving away10% you missed and handwaving away 70%.  I agree that the EPA numbers for the Leaf are valid "tank-to-wheel" numbers (meaning how efficiently does the car use the energy in its tank).  The question is, whether tank-to-wheel has any meaning at all.  My article above is basically an argument for why it is not valid.  Here is an extreme example -- what if we ran cars off of replaceable flywheels that were spun up by third parties and then put in our cars already energized.  These would be highly efficient on a tank to wheel basis, as we just need to transmit what is already mechanical energy to the wheels.  But does ignoring the energy costs and inefficiencies in spinning these things up offline really make sense?

We can go to the government itself to solve this.  In this rule-making document, the DOE defines some key numbers we need here.

They define petroleum refining and distribution efficiency as .83, meaning it takes 1 gallon of gas out of the well to get .83 in your tank.

For electricity, they define two numbers that must be multiplied together.  The fossil fuel electrical generation efficiency is .328 and the transmission efficiency is .924, for a net of .303.

Note the big freaking difference between .83 and .303, which is why to call it all handwaving is disingenuous.  Sure, we often handwave away the fossil fuel cost of getting gas in our cars, but the fossil fuel cost of getting electricity in the batteries is four times higher.   The government even does the math, multiplying the 33.7 Kwh/gal used above by .303 and dividing by .83 to get an apples to apples well to wheels mpge number for electric vehicles of 12.3 Kwh/gal.

So a total apples to apples comparison factor already exists, and the government chose not to use it for the window stickers.  This is probably because it would have given the Nissan Leaf an mpge of 36, not bad but fairly pedestrian for such an overhyped technology.  And at some level the Leaf is irrelevant.  This entire process has likely been tilted to make the Government Motors Volt look better.

I am thinking about renaming the Chevy Volt the Chevy Bastiat.  Because the entire vehicle concept is based on the hope that people will ignore the unseen.  Specifically, those pushing the vehicle are hoping that buyers will just assume the electricity for the vehicle is free (after all it is not separately metered) and that the CO2 footprint is zero (despite the fact that in states like Michigan, an electric car is essentially powered by coal combustion.  From autobloggreen

We often, though sometimes incorrectly, assume that it's cheaper to operate an electric vehicle than a comparable gasoline auto. Hey, who hasn't? While this assumption generally holds true, electrical rates vary widely across the nation and can throw off the numbers. In some instances, like when Inside Line's engineering editor, Jason Kavanagh, drove the Chevrolet Volt out in sunny California, one discovers that operating a vehicle powered by electricity can indeed cost more than running it with the liquid fuel that pours from a pump.

Earlier, I took down the absurd initial advertising that the Volt got 230 MPG.

The whole point of cap-and-trade (or a carbon tax) is to set broad costs of emissions or broad tradeable limits, and then let millions of individual consumers and industries figure out the most effective way for each of them to meet these costs or limits.  For example, if I were to have a personal cap, changes in my car's MPG would be meaningless, because my work is 1.9 miles from my house.  I would probably start with putting the film coating on my windows of my house I have been considering.  They guy in New Jersey who drives 45 miles to work and has a small house might have a different solution.

But this whole philosophy of letting individuals drive the bus flies in the face of everything Congress believes in.  They believe they are smarter than you or I, and thus they should pick the solutions, not us.  And allowing for individual action doesn't generate campaign contributions like picking winners does.

So despite being a cap-and-trade bill, Waxman-Markey essentially picks winners.  One way is through targeted investments of taxpayer money in technologies whose owners have lobbied hard before Congress.  Another is this:

The legislation will drive up individual and commercial consumer's fuel prices because it inequitably distributes free emissions "allowances" to various sectors.  Electricity suppliers are responsible for about 40% of the emissions covered by the bill and receive approximately 44% of the allowances "“ specifically to protect power consumers from price increases.  However the bill holds refiners responsible for their own emissions plus the emissions from the use of petroleum products.  In total refiners are responsible for 44% of all covered emissions, yet the legislation grants them only 2% of the free allowances.

This means that Congress has decided to extract all of the CO2 reduction from transportation and other refined fuel users, rather than from electrical power generation.  Is this because they have some study in hand that shows the best bang for the buck in reducing CO2 comes from transportation?  Of course not, and even if they did, it would be hard to believe given the number of large coal plants in this country that generate far more CO2 than even a fleet of Escalades.

No, the reason for this is purely political -- every representative has an electric utility in their district lobbying and paying campaign contributions, but few have organized lobbies of automobile drivers.   And so, rather than pushing for fuel shifts from coal to gas or nuclear in power generation, this bill will primarily achieve its meager results from making it more expensive for people to drive.

Are gas prices high or low by historical standards?  That seems like a nutty question, with prices at the pump cracking $4.00 a gallon, but one can argue that in terms of household pain, gas prices are nowhere near their historical highs.

Economist Mark Perry, at his blog Carpe Diem, shows that gas prices are far from their highs as a percentage of household income:

I thought the analysis could be taken one step further.  Mr. Perry was generous enough to send me his data, and I added a fourth piece of data to the analysis:  the average passenger vehicle MPG by year, as reported at the BTS here.  The MPG data set is spotty, and required some interpolation.  Also, data since 2004 is missing, so I assumed 2004 MPG's for more recent years (this is conservative, since the long-term trend would indicate fleet MPG's probably improved since 2004). 

From this data I was able to create what I think is a slightly improved analysis.  The key for households is not how much it costs to buy 1000 gallons, but how much it costs to buy the gas required to drive their typical annual miles.  Using 15,000 as an average driving miles per year per person, we get this result:

So, while I too think paying $4 for gas is not my favorite way to dispose of my income, in terms of average household pain created, gas prices are quite far from their historic highs.

Kevin Drum titles a post on providing government incentives for high MPG cars "Ending the Addiction,"  by which I presume he means addiction to gasoline.   I really struggle with the point of view on life that describes consumer affinity for enormously value-producing technologies to be an "addiction."  One could equally well refer to our preference for good health or prosperity to be an "addiction," particularly when fossil fuels have played such a central role in fueling the industrial revolution and the prosperity which it has brought.  With the current jump in oil prices tied so closely to growing wealth in China, never has the tie between fossil fuel use and prosperity been more obvious.

Drum advocates for what he calls a "progressive" proposal:

For cars, the most effective thing would be a "feebate": In the
showroom, less-efficient models would have a corresponding fee, while
the more-efficient ones would get a rebate paid for by the fees. That
way when choosing what model you want you would pay attention to fuel
savings over its whole life, not just the first year or two. It turns
out that the automakers can actually make more money this way because
they will want to get their cars from the fee zone into the rebate zone
by putting in more technology. The technology has a higher profit
margin than the rest of the vehicle.

I will say that this is probably less bad than other "progressive" proposals I have heard, but the logic here is based on consumer ineptness.  Higher gas prices, which drive higher lifecycle costs, are presumably providing exactly this incentive without any government program.  The problem, it seems, is that progressives don't think very much of the common people they wish to defend.  Just as the justification for Social Security is that the average person can't be trusted to make good decisions about their retirement savings so we elites will do it for them, this seems to be the logic here, but even more patronizing.   Here is the best bit which really demonstrates the point I am making:

Here's a further suggestion: require stickers to list the estimated cost of fuel consumption over a five year period.

Basically this calculation is total estimated miles per year divided by mpg times estimated gas prices times five. A simple piece of math with four numbers that can be completed on a calculator in 10 seconds or by hand in less than 30 seconds.  Mr. Drum, a big supporter of our current monopoly government school system, apparently does not think that people educated in this system can do this math for themselves.  Could it be clearer that "progressivism" is really about disdain for the common man and a belief that elites should make even the smallest decisions for them?

The one the government did not support, plan for, or subsidize.

It increasingly looks like hybrids, particularly newer plug-in hybrids, will be the high MPG, low-emission technology winner in the foreseeable future.  The US and California governments, among others, have subsidized (and at times mandated) pure electric vehicles, hydrogen vehicles, natural gas powered vehicles, and fuel cell powered vehicles.  While some governments have come along with ex-post-facto promotions of hybrids (e.g. ability to use the carpool lane), hybrids have been developed and won in the market entirely without government help and in places like California, effectively in the face of government opposition (because they were stuck on zero emission vehicles, low-emission vehicles were opposed)

Plug in hybrids have many of the advantages of electric vehicles without the range problems.  They use standard gasoline so they avoid the new fuel distribution issues of natural gas and hydrogen.  And fuel cell technology may be great one day but is not there yet.  I was reminded of all this by this article by Stephen Bainbridge on why the EV-1 failed.

Update:  This reminds me of the 19th century transcontinental railroads - UP, SP, NP, GN etc.  Only one of these transcontinentals did not get any federal land grants or government financing -- the Great Northern of James J. Hill -- and not coincidently the GN was the only one not to go bankrupt in the close of the century.

The media is just longing to make current gas prices into a crisis.  And you can already see them gearing up to bash oil companies for "record" profits (by the way, when reading the profit announcements, pay attention not to just total dollars but to profit margins, then read this).

Glenn Reynolds links this gas price chart this morning at Random Useless Data, showing that in real terms, gas prices are still below their peaks, and not at "all-time highs."

I took this one step further, based on the assumption that it isn't the price per gallon that matters for gas, but the price to drive a fixed mileage, say 100 miles.  Since average automobile fuel economy has continued to improve, in real terms we are far below the peak cost of gasoline.  Using this and this MPG data (for passenger cars) and the inflation adjusted gas prices here, I got this chart (1979 dollars)

By the way, just so you know my personal incentives, there are very few people out there who run a business whose fortunes are more sensitive to gas prices than my recreation business.  This will not be a very good summer for me, but if we leave the market alone to do its work, things will likely be better in 2007.  Intervention by Congress will pretty much assure that things will get worse.