Electric Copter Ventures May Soon Provide Better and Cheaper Transportation Than Subsidized Bus and Rail

(p. B5) While urban air travel is currently out of reach for most customers (think: Uber Copter), improvements in battery technology have driven down the cost of developing electric-powered aircraft that are viable as urban passenger transportation. These companies are betting they can bring electric urban and regional air travel to the masses, and have developed new aircraft to compete for a slice of this nascent market within the next few years.

“We want to create something that is available to a lot of people, that can do the job of a high-speed train without requiring the infrastructure,” said Daniel Wiegand, chief executive and founder of Lilium, based in Germany. “We won’t be at the ticket price of a high-speed train in Germany on our first day, but if we don’t get there within 15 years I would consider our mission failed.”

. . .

Adam Goldstein, the co-chief executive of Archer Aviation, said his company hopes to offer fares in the range of three to four dollars per mile traveled. That would make the trip from Manhattan to Kennedy, typically 17 miles, between $50 and $80. Several experts predicted the price of regional flights would be around the same cost as the luxury car service Uber Black.

“The biggest cost is the batteries,” said Mr. Goldstein, which are “expensive, but get cheaper everyday.”

. . .

The largest area of investment is into electric vehicles that takeoff and land vertically, like helicopters or Harrier jets. Known as electric vertical takeoff and landing or eVTOLs, these aircraft can usually seat between two and 10 passengers and can travel up to 200 miles, making them ideally suited for traversing a metropolitan area or connecting two cities.

Mr. Wiegand of Lilium had a light bulb moment in 2014 when he watched a video of a military aircraft that took off vertically and realized that an electric version could solve all the traditional problems with using aircraft in dense urban areas: eliminating noise and air pollution, as well as the need for runways.

. . .

Mayor Francis Suarez of Miami said his city is embracing eVTOLs as a cost-effective, environmentally friendly alternative to legacy modes of transportation like buses and light rail, which are costly to build and rely on older technology. He said the city is looking at parking garages, rooftops and other potential takeoff and landing locations.

“We feel that one of the flaws in transportation planning and funding has been retreading yesterday’s ideas,” he said in an interview. “The sky obviously has multiple dimensions and gives you the ability to be creative.”

Mr. Suarez added that he has pushed Secretary of Transportation Pete Buttigieg to embrace urban air mobility rather than focusing on older modes of transport.

For the full story, see:

Gautham Nagesh. “Flight Instead of a Ride? Electric Craft May Alter Urban Area Commuting.” The New York Times (Saturday, December 4, 2021): B5.

(Note: ellipses added.)

(Note: the online version of the story was updated Nov. 26, 2021, and has the title “Taxi! To the Airport — by Air, Please.” The print version of the first paragraph quoted above starts with the word “although,” instead of the word “while.”)

Pandemic Results in “Historic” Increase in Free-Agent Entrepreneurs

In my book Openness to Creative Destruction, I distinguish between free-agent entrepreneurs and innovative entrepreneurs. Free-agent entrepreneurs work for themselves mostly doing what has been done before. Innovative entrepreneurs work for themselves mostly doing something new. (The dividing line is not sharp.) During the pandemic we have seen a large increase in free-agent entrepreneurs. The number of innovative entrepreneurs is hard to measure, but I believe that the loss of health capital, the increase in transaction costs, and the growth of government regulations and lockdowns has reduced their number.

(p. A1) The pandemic has unleashed a historic burst in entrepreneurship and self-employment. Hundreds of thousands of Americans are striking out on their own as consultants, retailers and small-business owners.

The move helps explain the ongoing shake-up in the world of work, with more people looking for flexibility, anxious about covid exposure, upset about vaccine mandates or simply disenchanted with pre-pandemic office life. It is also aggravating labor shortages in some industries and adding pressure on companies to revamp their employment policies.

The number of unincorporated self-employed workers has risen by 500,000 since the start of the pandemic, Labor Department data show, to 9.44 million. That is the highest total since the financial-crisis year 2008, except for this summer. The total amounts to an increase of 6% in the self-employed, while the overall U.S. employment total remains nearly 3% lower than before the pandemic.

Entrepreneurs applied for federal tax-identification numbers to register 4.54 million new businesses from January through October this year, up 56% from the same period of 2019, Census Bureau data show. That was the largest number on records that date back to 2004. Two-thirds were for businesses that aren’t expected to hire employees.

(p. A14) This year, the share of U.S. workers who work for a company with at least 1,000 employees has fallen for the first time since 2004, Labor Department data show. Meanwhile, the percentage of U.S. workers who are self-employed has risen to the highest in 11 years. In October, they represented 5.9% of U.S. workers, versus 5.4% in February 2020.

The self-employment increase coincides with complaints by many U.S. companies of difficulties—in some cases extreme—in finding and retaining enough employees. In September, U.S. workers resigned from a record 4.4 million jobs, Labor Department data show.

Kimberly Friddle, 50 years old, quit her job as head of marketing for a regional mortgage company near Dallas in September 2020.

. . .

. . . when a friend contacted her the next month, she saw an opportunity.

The friend sold home décor items on Amazon.com from his home in Canada, and Covid-related border restrictions were making it difficult to process returns. When he explained what he needed—primarily, someone to examine returned items for damage and ship them back to Amazon—Ms. Friddle felt the work could be a good challenge and a chance for her older daughter, Samantha, to gain some work experience.

They began processing returns for him steadily. When other Amazon sellers he knew needed help with warehouse-related tasks that were also made harder by the pandemic, he referred them to Ms. Friddle.

. . .

Now she runs an Amazon logistics, warehousing and fulfillment business full time from the family’s home outside Houston and rented warehouse space nearby.

. . .

Though the decision to leave that job was an emotional one, she said, a change after 27 years has given her new energy and confidence in addition to the flexibility.

“I didn’t have a plan when I left,” she said. “I wasn’t giving enough attention to the needs of my family. I wasn’t giving enough attention to the job that needed to be done. I felt like I was failing everywhere.”

Now, “I feel so successful and I wake up every day like, ‘I wonder what’s going to happen today.’ ”

. . .

Through the late 19th century, a large share of Americans worked for themselves, as farmers or artisans. With new technology such as electric lighting, manufacturing expanded, and many people left the field for the factory floor. They landed in an environment of strictly defined work hours and hierarchies—workers overseen by managers overseen by executives.

By the time Covid-19 arrived in the U.S., the advent of apps, websites and companies catering to entrepreneurs and freelancers was already giving employees options.

. . .

Marcus Grimm, a 50-year-old in Lancaster, Pa., worked at advertising agencies from the time he finished college. For years, he toyed with freelancing. “I had always considered it, but literally just never had the guts to make the move,” he said. “I was scared I would lose sleep every night worrying about my next dollar.”

Early in the pandemic, Mr. Grimm, a married father of two grown children, was laid off. He logged onto Upwork, a website that connects freelance workers from a wide range of industries with potential clients. He fielded several assignments doing ad campaigns for big companies, charging a low hourly rate.

Business flowed in. He has steadily raised his rate, to $150 an hour. Mr. Grimm said he now earns more than in his old job, which paid $130,000 a year.

His favorite part is not having to deal with corporate politics or any bureaucracy. He can go kayaking in the middle of the day.

“I’m the one who finds the client, I’m the one who does the work, and I’m the one who deals with any of the problems that come up,” he said.

. . .

Part of the current shift to self-employment might prove temporary. The boom in self-employed day traders during the dot-com hoopla of the late 1990s deflated along with the stock bubble.

A sharp rise in savings—boosted by a federal supplement to unemployment benefits, most recently $300 a week, that was paid for as long as 18 months of the pandemic—provides some individuals a financial cushion to pursue self-employment. As they run down those savings, some might again want a regular paycheck, economists say.

In addition, if labor shortages ease, freelancers could face stiffer competition from companies in landing clients. Finally, if the pandemic recedes, so might one piece of the impetus to leave regular work in favor of self-employment. Five percent of unvaccinated adults say they left a job because of a vaccine requirement they opposed, according to a Kaiser Family Foundation survey in October [2021].

For the full story, see:

Josh Mitchell and Kathryn Dill. “Workers Quit Jobs in Droves to Become Their Own Bosses.” The Wall Street Journal (Tuesday, Nov. 30, 2021): A1 & A14.

(Note: ellipses, and bracketed year, added.)

(Note: the online version of the story has the date November 29, 2021, and has the same title as the print version.)

My book, mentioned at the top, is:

Diamond, Arthur M., Jr. Openness to Creative Destruction: Sustaining Innovative Dynamism. New York: Oxford University Press, 2019.

Higher Demand and Lower Supply Cause Higher Electric Bike Prices

(p. A1) For a glimpse at why inflationary pressures aren’t likely to ease anytime soon, consider the bicycle.

Bike prices in the U.S. and Europe rose sharply at the start of the pandemic because of booming consumer spending and snarl-ups in global supply chains that meant long delays and higher costs for manufacturers.

Now, manufacturers are working on building bikes for 2022 in a continuing environment of economic uncertainty—with more questions added recently by the emergence of the Omicron variant of the coronavirus. Today’s rampant demand and strangled supply are already pushing next year’s prices higher.

“The cost of our product is not going down,” says Richard Thorpe, chief executive of Karbon Kinetics Ltd., which sells Gocycle electric bikes world-wide from its base in Chessington, southern England. “If that is inflation, I wouldn’t call it transitory.”

. . .

(p. A12) Mr. Thorpe resisted pushing up prices for Gocycles in 2021 because he spent a chunk of the year explaining to unhappy customers why supply-chain disruptions meant there would be delays to their orders.  . . .

He says he is pressing ahead with price increases for 2022 because he doesn’t expect these supply-chain issues to get much better. He estimates the cost to the company of producing a single bike has shot up by 20% to 25% compared with the cost before the pandemic, as competition between manufacturers for common parts pushes prices skyward.

Seatpost prices have gone up 20% in the past 12 months. So have prices for the cranks the rider turns when pedaling. Handlebars are up 11%. Brake levers and calipers are up 14%. Chain prices are up 17%, and reflectors are up 50%, according to Karbon Kinetics.

Mr. Thorpe learned by email Wednesday that higher prices for magnesium—used in Gocycle wheels—mean future shipments of wheels will be 17% more expensive than they are now.

Multiple industries are competing for the batteries, semiconductor chips and tiny electronic components Gocycle uses for its dashboard displays, power management systems and charging ports.

. . .

Shipping a container full of parts from China costs him around $20,000, Mr. Thorpe says. It used to cost $4,000. Shortages of pallets and blockages at ports mean he can’t be certain when shipments will arrive. He estimates shipping costs for a single bike have effectively doubled, on average, depending on where exactly it is destined.

The flood of demand for bikes as the pandemic arrived took the industry by surprise, executives say, an example of how unprepared the global economy was for the mass switch in consumption to goods from services as the pandemic forced people to stay home.

. . .

Part of the explanation for consumer demand for bikes is a Covid-19-related trend that is pushing up prices for all sorts of manufactured goods. The pandemic has meant people are less able to spend their income on eating out, overseas travel and other services, so have been splashing out on gadgets and recreational products instead.

Retailers say consumer demand pushing up bicycle prices is still intense. Some bike buyers are seeking ways to avoid traffic or public transport as they return to the regular commute, a trend that is fueling adoption of pricey electric bikes in particular. Some retailers say they are seeing recent converts to cycling upgrade basic models for more expensive rides.

For the full story, see:

Jason Douglas. “Bicycle Makers Offer Clues on the Persistence of Inflation.” The Wall Street Journal (Thursday, Dec. 02, 2021): A1 & A12.

(Note: ellipses added.)

(Note: the online version of the story has the date December 1, 2021, and has the title “Is Inflation Sticking Around? Bicycle Makers Offer Some Clues.”)

Entrepreneurs Explore Using Hydrogen to Fuel Future Airplanes

(p. B4) A fully fueled Boeing 787-10 Dreamliner can fly roughly 8,000 miles while ferrying 300 or so passengers and their luggage. A battery with the energy equivalent to that fuel would weigh about 6.6 million pounds. That’s why — despite environmental advantages — we don’t have battery-powered electric airliners.

But aviation companies working to make cleaner aircraft are exploring the use of hydrogen, the world’s most abundant element, to power both electric and combustion engines — and to make air travel more eco-friendly

. . .

When Val Miftakhov founded ZeroAvia to develop electric aircraft, he first considered battery power. A Siberian émigré and physicist, his earlier start-up converted gasoline cars to electric, then incorporated an improved charging system. But batteries can sustain only the shortest excursions, like training flights. . . .

ZeroAvia instead chose fuel cells, which are essentially a chemical battery that substitutes lighter-than-air hydrogen for the weighty lithium ion. Hydrogen is notable for its energy density — the amount of energy per kilogram — which is about three times that of jet fuel. The byproduct of burning hydrogen is water. Hydrogen can be made from water and renewable energy, although most is now made from natural gas, which is not particularly green.

Mr. Miftakhov acknowledged that hydrogen storage containers, which were generally designed for ground transportation, were not practical for aircraft. “We need to focus on reducing the weight,” he said, “We have some fairly low-hanging fruit.”

For the full story, see:

Roy Furchgott. “Will Hydrogen Be Aviation’s Eco-Friendly Fuel?” The New York Times (Tuesday, Nov. 16, 2021): B4.

(Note: ellipses added.)

(Note: the online version of the story was updated Nov. 22, 2021, and has the title “Can Hydrogen Save Aviation’s Fuel Challenges? It’s Got a Way to Go.”)

Firms Nimbly Pivot to Build Innovative Products That Use Fewer Chips

(p. A1) Manufacturers struggling with a shortage of semiconductor chips are finding workarounds, executives said, redesigning products, shipping uncompleted units and focusing on older, lower-tech models.

. . .

Boss Products typically used hand-held controls with computer chips to angle snow truck blades. The company, which is owned by Toro Co., hasn’t been able to find enough chips. So employees started looking for ways to use fewer of them. Some remembered that joysticks, without computer chips, were used to control these features until electronics became affordable and commonplace.

“Let’s go back to the old design,” said Rick Rodier, a Toro executive. “It still does the job. It was done this way for 30 years. It was reliable. It was fine. It was just a little more cumbersome to build and assemble.”

. . .

(p. A6) T3 Motion, which makes electric stand-up vehicles for airport and university security officers, is redesigning its products to use fewer computer chips and electronics.

William Tsumpes, the company’s CEO, said instead of multiple components to control features like batteries, lighting and sirens, the redesigned vehicle will use a centralized, integrated board with a single processor to control all the parts of the vehicle. This move will eliminate the other five individual circuit boards, he said. Mr. Tsumpes said it was tough to quickly execute the redesign, but the moves, and an engine change, will lead to increased vehicle range.

“It’s spurring innovation,” Mr. Tsumpes said.

For the full story, see:

Austen Hufford. “Chip Shortage Leads to Redesigned Products.” The Wall Street Journal (Monday, Nov. 15, 2021): A1 & A6.

(Note: ellipses added.)

(Note: the online version of the story has the date November 14, 2021, and has the title “Chip Shortage Sees Manufacturers Pitch Lower-Tech Models.”)

New Nuclear Designs Are “Cheap, Efficient, Extremely Reliable”, “Nearly Carbon-Free” and Much Safer

(p. A17) Jacopo Buongiorno, a nuclear-engineering professor at the Massachusetts Institute of Technology, has calculated that over the life cycle of power plants, which includes construction, mining, transport, operation, decommissioning and disposal of waste, the greenhouse-gas emissions for nuclear power are 1/700th those of coal, 1/400th of gas, and one-fourth of solar. Nuclear also requires 1/2,000th as much land as wind and around 1/400th as much as solar. For any given power output, the amount of raw material used to build a nuclear plant is a small fraction of an equivalent solar or wind farm. Although nuclear waste is obviously more difficult to dispose of, its volume is 1/10,000th that of solar and 1/500th of wind. This includes abandoned infrastructure and all the toxic substances that end up in landfills. One person’s lifetime use of nuclear power would produce about a half-ounce of waste. Even including the Chernobyl disaster, human mortality from coal is 2,000 to 3,000 times that of nuclear, while oil claims 400 times as many lives.

Although the federal government tends to resist nuclear power, many nuclear technologies are being investigated and funded by private capital including molten-salt reactors, liquid-metal reactors, advanced small modular reactors, microreactors and much more. More than 70 development projects are under way in the U.S., with many designs intended to create assembly-line construction facilities to simplify and standardize testing, licensing and installations. One appealing approach is to replace large-scale facilities with many smaller but safer, cheaper and more-manageable ones. The $10 billion 10-year planning and implementation cycle for a large nuclear plant can be cut in half with a small modular reactor and another half with a microreactor.

. . .

Nuclear power is cheap, efficient, extremely reliable and nearly carbon-free. New designs, including smaller reactors, drastically reduce the risk of large-scale radioactive contamination.

. . .

Sacrifice isn’t always the path to progress.

For the full commentary, see:

Andrew I. Fillat and Henry I. Miller. “Nuclear Power Is the Best Climate-Change Solution by Far.” The Wall Street Journal (Friday, Nov. 5, 2021): A17.

(Note: ellipses added.)

(Note: the online version of the commentary has the date November 4, 2021, and has the same title as the print version.)

California Labor and Environment Policies Reduce Nimble Response to Supply Chain Backups

(p. A17) The backup of container ships at the Long Beach and Los Angeles ports has grown in recent weeks despite President Biden’s intervention to get terminal operators to move goods 24/7.

. . .

The two Southern California ports handle only about 40% of containers entering the U.S., mostly from Asia. Yet ports in other states seem to be handling the surge better. Gov. Ron DeSantis said last month that Florida’s seaports had open capacity. So what’s the matter with California? State labor and environmental policies.

Some 20 business groups recently asked Gov. Gavin Newsom to declare a state of emergency and suspend labor and environmental laws that are interfering with the movement of goods. Opening the Port of Los Angeles 24 hours a day “alone will do little without immediate action from the state to address other barriers that have created bottlenecks at the ports, warehouses, trucking, rail, and the entire supply chain,” they wrote.

One barrier is a law known as AB5. Before its enactment in 2019, tens of thousands of truck drivers worked as independent contractors, which gave them more autonomy and flexibility than if they were employees. As contractors, truck drivers can work for multiple companies, which allows them to nimbly respond to surges in demand.

. . .

Another problem: a shortage of storage space. “There is absolutely no available capacity in the warehousing sector due to the difficulty in developing any new capacity,” the businesses noted in their letter. The vacancy rate for warehouses near the Los Angeles and Long Beach ports was a mere 1%, compared with 3.6% nationwide.

If warehouses don’t have space in their facilities or parking lots to unload goods, drivers can’t make deliveries. Some truck drivers are leaving container boxes along with the chassis outside storage facilities and are picking them up later, but that results in a shortage of chassis at the ports. (About half of chassis are leased to truckers from a common pool supplied by private companies.)

. . .

. . . in California warehouse growth ignited opposition from environmental groups, which complain of pollution and noise. Many cities have limited new logistics facilities.

For the full commentary, see:

Allysia Finley. “California Is the Supply Chain’s Weakest Link.” The Wall Street Journal (Friday, Nov. 5, 2021): A17.

(Note: ellipses added.)

(Note: the online version of the commentary has the date November 4, 2021, and has the same title as the print version.)

Young People With “More Dignity Than Fear” Continue to Protest Cuba’s “Lack of Freedom”

(p. A9) Four months after a wave of spontaneous demonstrations against Cuba’s 62-year-old Communist regime, civic groups and dissidents are defying authorities with protests inside high-security prisons and plans for peaceful rallies across the nation to demand democracy.

Despite facing a crackdown that includes forced exile, summary trials and prison sentences of as much as 25 years, government critics ranging from artists to doctors have openly expressed discontent on social media.

. . .

The arrests have done seemingly little to discourage an increasingly organized and determined opposition movement, fueled by a wave of anger in the island nation over its lack of freedom and the government’s handling of the coronavirus pandemic, as well as the country’s sharpest economic contraction since the early 1990s.

. . .

“They have sicced prosecutors on us, and threatened us with expulsion from work and universities, but I think many young people have more dignity than fear,” said Yunior García, a playwright and founder of Archipiélago, a rights group with more than 31,000 members on Facebook that requested permission for the demonstration.

. . .

In an unusual show of public criticism, doctors—long considered the pride of Cuba’s revolution—posted videos on social media complaining about dismal work conditions.

For the full story, see:

José de Córdoba and Santiago Pérez. “In Cuba, Protest Amid Threat Of Prison, Exile.” The Wall Street Journal (Tuesday, Nov. 9, 2021): A9.

(Note: the online version of the story has the date November 8, 2021, and has the title “Cuba’s Dissidents Dig In Despite Government Crackdown.” When there was a slight difference in wording in the versions, the passages quoted above follow the print version.)