Making Markets for Hydrogen Vehicles: Lessons from LPG
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View metadata, citation and similar papers at core.ac.uk brought to you by CORE provided by Spiral - Imperial College Digital Repository Making Markets for Hydrogen Vehicles: Lessons from LPG Helen Hu and Richard Green Department of Economics and Institute for Energy Research and Policy University of Birmingham Birmingham B15 2TT United Kingdom Hu: [email protected] Green: [email protected] +44 121 415 8216 (corresponding author) Abstract The adoption of liquefied petroleum gas vehicles is strongly linked to the break-even distance at which they have the same costs as conventional cars, with very limited market penetration at break-even distances above 40,000 km. Hydrogen vehicles are predicted to have costs by 2030 that should give them a break-even distance of less than this critical level. It will be necessary to ensure that there are sufficient refuelling stations for hydrogen to be a convenient choice for drivers. While additional LPG stations have led to increases in vehicle numbers, and increases in vehicles have been followed by greater numbers of refuelling stations, these effects are too small to give self-sustaining growth. Supportive policies for both vehicles and refuelling stations will be required. 1. Introduction While hydrogen offers many advantages as an energy vector within a low-carbon energy system [1, 2, 3], developing markets for hydrogen vehicles is likely to be a challenge. Put bluntly, there is no point in buying a vehicle powered by hydrogen, unless there are sufficient convenient places to re-fuel it. Nor is there any point in providing a hydrogen refuelling station unless there are vehicles that will use the facility. What is the most effective way to get round this “chicken and egg” problem? Data from trials of hydrogen vehicles can provide information on driver behaviour and charging patterns, but extrapolating this to the development of a mass market may be difficult. One approach in the absence of (sufficient) data is to use a simulation model. Schwoon [4] uses an agent-based model, which captures the main interdependencies to simulate possible diffusion paths for fuel cell vehicles (FCVs) under six stylized scenarios, in terms of two types of tax on vehicles and three different infrastructure scenarios. He suggests that the “chicken and egg’’ 1 problem can be overcome if the taxes on conventional vehicles (or subsidies on FCVs) are high enough. Struben [5] discusses the very complex dynamics between consumers, vehicle manufacturers, and infrastructure providers, showing that adoption can be crucially dependent on the pattern of journeys and availability of fuel supplies. Stephens-Romero et al [6] show how systematic infrastructure planning can optimise the number and location of refuelling sites. Wang [7] uses a computable general equilibrium model to simulate the broader question of how the evolution of hydrogen vehicles could affect California’s economy. An alternative research strategy is to learn lessons for future hydrogen vehicles from other Alternative Fuel Vehicles (AFVs), including vehicles fuelled by compressed nature gas (CNG) or liquefied petroleum gas (LPG, or autogas). Previous work [8, 9, 10] shows that the ‘chicken and egg’ problem has been a strong barrier to the successful market development of AFVs. Melaina et al [10] report the results of a workshop held by the US National Renewable Energy Laboratory that drew on experiences from a range of alternative fuelled vehicles – this confirmed the importance of an adequate refueling network, perhaps initially based around “lighthouse” projects in selected areas, from which a wider network could be developed. In this paper, we follow this second strategy, drawing on evidence from the market for vehicles powered by LPG. Many countries around the world have some vehicles powered by LPG, but the proportions vary widely, as do the policies adopted to promote the fuel. There is also a wide variation in the number of sites where LPG-powered vehicles can be refuelled. Just as with hydrogen, autogas requires a different fuelling system from petrol, and so the site owner must make a significant investment to install the facilities. (This is in contrast to unleaded petrol, which spread rapidly across Europe in response to regulatory changes, but could use existing dispensing systems.) Our analysis has three parts. First, we discuss the need for policies that support AFVs (and hydrogen vehicles), and show that the break-even distance at which an AFV has the same cost as a conventional vehicle is a key determinant of the proportion of vehicles using LPG in a given country. In particular, few of the countries in our sample had a worthwhile penetration of LPG vehicles and a break-even distance of more than 40,000 km. Second, we take recently published predictions of the cost of hydrogen-fuelled and conventional vehicles in 2030 to ask whether the break-even distance will be less than this critical value. We find that for most combinations of hydrogen and conventional costs, the break-even distance will indeed be less than 40,000 km, and that a relatively modest tax on gasoline would be sufficient to bring down the break-even distance in the other cases. Finally, we consider the chicken and egg problem of developing vehicles and refuelling sites simultaneously. We estimate the elasticity of the number of vehicles with respect to the number of sites in the previous year, and vice versa. While the concept of elasticity is most usually used to measure the response of demand to price, elasticity can be calculated for any two related variables by dividing the percentage change in one of them by the percentage change in the variable believed to have caused it. If an increase in the number of sites is sufficient, on its own, to kick-start the purchase of vehicles, for example, we would see an 2 elasticity of more than one. In practice, the elasticities that we calculate are less than one, and it will be necessary to adopt policies to promote both the adoption of hydrogen vehicles and the creation of refuelling sites if the market for hydrogen vehicles is to develop well. 2. Incentive Policies LPG is a by-product of natural gas processing and oil refining, and includes various mixtures of hydrocarbons. This means that its price is often tied to oil prices and tend to fluctuate widely. In areas where LPG is used as a heating fuel, seasonal rates in winter or unusually cold weather can suddenly increase the price. Hydrogen has the advantage that its production could be independent of oil, if it is produced by another approach, like electrolysis of water, biomass gasification or nuclear power, or solar photoelectric, instead of by reforming natural gas. However, the prospective bulk price of hydrogen fuel is currently much higher than that of conventional fuels. A very large reduction in tax (or even a subsidy) might be needed to make hydrogen competitive on price, unless oil prices (including carbon taxes) rise significantly in future. It is also necessary to assume that the technical issues of using and storing hydrogen have been solved and the cost of hydrogen is at least competitive with conventional fuel, when we discuss the economic path to a hydrogen economy [4, 11,12]. In most countries where it is available, the government encourages the use of autogas, as with other alternative fuels, for environmental reasons. The World LPG Association [13] has surveyed the incentive policies used by 20 governments, mostly from high-income countries. The survey divides government policies for promoting alternative fuels, including autogas, into financial incentives, regulatory measures and others, including support for technology development and public awareness programmes. The most common incentive policy is to give either an exemption or a large rebate on fuel taxes, compared to the rates levied on gasoline or diesel. In some countries, there are government subsidies or tax credits to meet part of the cost of converting vehicles to autogas. These are more likely to be needed in countries with high labour costs, such as France, Japan and the UK, than in countries with low labour (and hence conversion) costs. A few countries gave tax or other incentives to create refuelling stations. The most powerful regulatory measure is a positive requirement to use autogas or some other type of alternative fuelled vehicle. The main lessons for hydrogen as a transportation fuel are that any government at least needs to design a sufficient incentive policy to reduce vehicle running costs, lower the end-user capital investment needed to switch to such fuel, and set up pilot schemes to increase public awareness. Di Pascoli et al [14] suggest that a lack of public awareness is a significant factor in the relatively low penetration of natural-gas powered vehicles in Italy. Martin et al [15] report that more than 80% of consumers at “ride and drive” clinics with a fuel cell vehicle in California had a positive overall impression, showing how pilot schemes can combat this problem. Struben and Sterman [16] model the importance of word-of-mouth in diffusing awareness from customers who have experienced alternative fuelled vehicles to those who have not. They find equilibria in which 3 many drivers are willing to consider alternative fuelled vehicles, which thus have a self- sustaining market share, and also find equilibria in which the vehicles are not widely adopted and few consumers are willing to consider them. Melendez [17] points out that while some programmes started successfully with large fleets, the transition to wide adoption among individual drivers is not straightforward and frequently failed to take off. 3. Autogas Break-even We derive break-even distances for autogas vehicles using data from a number of sources.