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Revisiting Ricardo: The Rise and Fall of Ricardian Equivalence

This episode of Economics Explored explores the theory of Ricardian equivalence, a proposition that fiscal policy measures like tax cuts or stimulus payments may not effectively boost the economy if households anticipate higher future taxes to pay off government debt. Host Gene Tunny explains the concept originating from David Ricardo and popularized by Robert Barro, involving ultra-rational consumer optimization over infinite time horizons. While an elegant theoretical model, Ricardian equivalence relies on unrealistic assumptions and fails empirical tests. Evidence shows households do increase spending after rebates or transfers, although not always by as much as policy makers would like. Ultimately, while the merits of discretionary fiscal policy are debatable, Ricardian equivalence is too extreme a hypothesis. Households do not behave as ultra-rational dynamic optimizing models predict.

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Takeaways

Five takeaways from this episode are:

1. Ricardian equivalence is an elegant theoretical model but relies on unrealistic assumptions about rational consumer behavior.

2. Empirical evidence overwhelmingly finds that households do increase spending after tax rebates or fiscal stimulus, contrary to Ricardian equivalence predictions.

3. Related concepts like Friedman’s permanent income hypothesis are more nuanced but also face limitations in fully explaining consumer decisions.

4. While fiscal policy faces challenges, Ricardian equivalence is not a compelling argument against its effectiveness due to failures of the underlying theory.

5. Examining economic models against real-world evidence is important for evaluating their validity and implications for policy.

Timestamps

  • Introduction. (0:00)
  • David Ricardo’s economic theories and their relevance today. (5:30)
  • Ricardian equivalence in macroeconomics. (11:02)
  • Consumption function and fiscal policy. (17:48)
  • Rational economic models and their implications. (23:18)
  • Ricardian equivalence theory and its limitations. (26:41)
  • Ricardian equivalence theory and its empirical support. (33:59)
  • Consumer spending after receiving tax rebates. (39:10)
  • Ricardian equivalence in economics. (43:55)

Links

Previous episode in which Ricardian Equivalence was mentioned:

https://economicsexplored.com/2024/01/11/the-limits-of-fiscal-policy-insights-from-tony-makin-alex-robson-others-ep222

Robert Barro’s 1974 article “Are Government Bonds Net Wealth?”

https://eml.berkeley.edu/~saez/course131/Barro74JPE.pdf

James M. Buchanan on “Barro on the Ricardian Equivalence Theorem”

https://www.journals.uchicago.edu/doi/abs/10.1086/260436

Geoffrey Brennan and James M. Buchanan on “The Logic of the Ricardian Equivalence Theorem”

https://www.jstor.org/stable/40911555

John J. Seater on “Ricardian Equivalence”

https://www.jstor.org/stable/2728152

T. D. Stanley on “New Wine in Old Bottles: A Meta-Analysis of Ricardian Equivalence”

https://www.jstor.org/stable/1060788

Economist 2008 column “Ricardian equivalence is dead”

https://www.economist.com/free-exchange/2008/05/19/ricardian-equivalence-is-dead

Anrdrew Leigh’s paper “How Much Did the 2009 Australian Fiscal Stimulus Boost Demand? Evidence from Household-Reported Spending Effects”

http://andrewleigh.org/pdf/FiscalStimulus.pdf

Matthew D. Shapiro & Joel B. Slemrod’s study “Did the 2008 Tax Rebates Stimulate Spending?”

https://www.nber.org/papers/w14753

Claudia R. Sahm, Matthew D. Shapiro and Joel Slemrod’s analysis “Check in the Mail or More in the Paycheck: Does the Effectiveness of Fiscal Stimulus Depend on How It Is Delivered?” 

https://www.aeaweb.org/articles?id=10.1257/pol.4.3.216

Ikuo Saito’s paper “Fading Ricardian Equivalence in Ageing Japan”

https://www.imf.org/en/Publications/WP/Issues/2016/12/31/Fading-Ricardian-Equivalence-in-Ageing-Japan-44302

Transcript: Revisiting Ricardo: The Rise and Fall of Ricardian Equivalence

N.B. This is a lightly edited version of a transcript originally created using the AI application otter.ai. It may not be 100 percent accurate, but should be pretty close. If you’d like to quote from it, please check the quoted segment in the recording.

Gene Tunny  00:03

His argument was that all you’ve got to think about whether that be increase in income in the current period is a permanent increase or not. Because if it’s only a temporary increase, it doesn’t increase what they can spend sustainably over the long term buy much at all. Welcome to the economics explored podcast, a frank and fearless exploration of important economic issues. I’m your host gene Tunny. I’m a professional economist and former Australian Treasury official. The aim of this show is to help you better understand the big economic issues affecting all our lives. We do this by considering the theory evidence and by hearing a wide range of views. I’m delighted that you can join me for this episode, please check out the show notes for relevant information. Now on to the show. Thanks for tuning into the show. This week. I’d like to discuss what economists call Ricardian equivalence. You may recall that this concept was mentioned in the episode on the limits of fiscal policy earlier this year, and I’m going to be exploring it more this episode with my colleague, Arturo Arturo Espinosa, welcome to the programme. Thanks,

Arturo Espinoza Bocangel  01:21

Ian. I’m glad to be here. Excellent. So

Gene Tunny  01:24

yes, looking forward to chatting with you about Ricardian equivalence. Now this came up in a conversation I had with Tony maker. Well, I was replaying a previous conversation with Tony Mike and Tony is sadly, no longer with us. But in the conversation I had with Tony this, this idea of Ricardian equivalence came up. It’s one of those objections to fiscal policy as a way of influencing the business cycle as a macro economic stabilisation tool. And it’s a rather elaborate theoretical objection to fiscal policy. And result, it’s all very elegant. And I thought it’d be nice to go over it and explore it, because it does raise some important issues about how we think about the economy, how we model the economy. So if you’re happy to do that, I think that would be good. And if you’ve heard of this concept before, have you Arturo.

Arturo Espinoza Bocangel  02:30

Jaya during my time, so the students at uni, but I don’t remember very clear. So this is a good opportunity to refresh my memories.

Gene Tunny  02:43

Oh, good. Well, yeah. So hopefully, I can give a clear explanation. That yeah, so in we’ve been doing some, some reading. So to get across it, and to remind ourselves what it is because I must say it’s a proposition that was very popular when I was studying economics in the early 90s, early to mid 90s, when I started, because there was still some belief in this as an idea. This is a concept. But I think since then, we’ve probably figured out that maybe there’s really no, you know, not a lot of evidence to support it. So that’s something we’ll we’ll go over. The idea is that a fiscal stimulus, if it’s in the form of a tax cut, or a transfer to to households, if it’s a matter of cutting taxes, giving money to to households, the idea is that those households, or businesses, they will realise that in the future, the government has to, you know, pay, if they if the government’s borrowed money to finance this, then those households will have to pay higher taxes and otherwise, so that’s, that’s the idea. And that, and that, therefore, in the current period, they won’t spend that tax cut or that transfer that stimulus money, they will save it instead. So there’s that. That idea. And so it’s an argument as to why fiscal policy discretionary fiscal policy or fiscal stimulus may not be effective, because Okay, people will realise that the government is just borrowing this money, they’re taking on more debt, where the taxpayers we ultimately have to pay back that debt. And so we’re not any wealthier. That’s essentially the idea. And it’s, it’s based on households been forward looking about having this view into the future that we know we’re gonna have to eventually pay it back or our descendants will have to pay it back, our children, our grandchildren, and we have a we’re eltra not altruistic we what’s the word we we value the lives of our children out, we love our children, we, we, we want to, we want what’s best for them. So we’re not going to take on all this debt now and have, you know, live beyond our means so to speak and burden the future. So that’s, that’s the idea. Broadly speaking, I will try and define that more precisely, but that’s how I think of Ricardian equivalence is. Am I on the right track there,

Arturo Espinoza Bocangel  05:26

Arturo? Yes. That inclination was very clear again. Okay, good. Good. So

Gene Tunny  05:31

there are two things here. One is, is Ricardian so it’s named after David Ricardo, the famous economist. And then we’ll go into what’s equivalent. A bit later, we might talk about Ricardo to begin with. So David Ricardo, so his dates 18th 18th of April 1772 to 11th of September 18 23. So he lived. He lived through the age of wonder, whatever you however you want to describe it. So he was born just two years after Captain Cook discovered Australia for ice and, and he died in 1823. So he lived through the Napoleonic Wars. He was a British political economist, they call them in those days politician and Member of Parliament of Great Britain and Ireland’s This is from Wikipedia. recognised as one of the most influential economists, one of the most influential classical economists alongside figures such as Thomas Malthus, Adam Smith, and James Mills, so very esteemed company. Now, one of the one of my favourite descriptions of Ricardo comes from John Kenneth Galbraith, who was the American economist, professor at Harvard. He was an advisor to Jack Kennedy, he was Kennedy’s Ambassador to India. And Galbraith wrote this great book, The Age of uncertainty on, you know, history of economics, economic history, essentially. And this is quite a great description. Ricardo is Smith’s only serious contender for the title of founding father of economics. With him the great ethnic rivals of the Scotch arrive. Ricardo was Jewish. He was a stockbroker, a member of parliament, a man of superb clarity of mind and terrible obscurity of for this. That’s classic Galbraith. I mean, I don’t think anyone could write as well as Galbraith. He was it was a brilliant writer. So yeah, I mean, any, any economist relative to Galbraith? Probably, maybe we could be accused of obscurity of pros. Okay, so Ricardo, very famous, he wrote, was it Principles of Political Economy? I should know that off the top of my head, but he wrote a, he wrote several important works on in economics and his main claim to fame is the theory of international trade, isn’t it? It’s comparative advantage. And so this is this proposition that, like, we can talk about this in another episode, but essentially, David Ricardo demonstrated conclusively in a logical sense, why free trade is can benefit both parties. Why? Why countries can gain from trade from specialising in? Yes. Yep, and trading so of course, so specialising according to the comparative advantage of the country. And yeah, that’s something that you know, that’s a very, there’s a subtle definition of what comparative advantage is that we might go into in another in another episode, but it’s a very important theory in economics. Yeah,

Arturo Espinoza Bocangel  08:45

of course, I like to add some important information about this Ricardian model, tre, international trade causes in most of the International Trade courts around the world. The first model that is used in order to explain the patterns of trade is Ricardian model. It’s what that as you mentioned, basically is playing that country is specialised in in producing and exporting food that has a comparative advantage relative to other countries.

Gene Tunny  09:19

And is that based on the factor endowments what? What are the Allen’s please?

Arturo Espinoza Bocangel  09:25

The main reason is the level of productivity

Gene Tunny  09:30

level of productivity except Brian okay, we might go into that in another episode, but I guess the, like Australia, for example. I mean, a lot of people criticise Australia and say Australia is not a very complex economy. You’re just digging stuff out of the ground and exporting it or growing weed and exporting that. But I mean, we’re very good at that. Right? We’re very good at mining. We’re very productive in mining, and we’ve got great, great minerals, lots of valuable iron ore and and and coal coking coal in particular, which is very valuable. And so yeah, it makes sense for us to co produce and export that stuff. So yeah, we might well have to go into that Ricardian model of trade in, in the future. So the main point is that your Ricardo was a really big deal in economics. He essentially made the case for free trade. He argued against what was called mercantilism, which is the idea that countries become wealthy by exporting by having a trade surplus and bringing gold into the country accumulating gold in the reserves of gold. So that’s, he argued against that. He said, Well, that’s not necessarily the way to think about economic prosperity. So not exactly what we’re gonna talk about today. But it’s important to know Ricardo was very important in in that in international trade theory. Now, why is this relevant? What did Ricardo have to say about fiscal policy? Well, I mean, he wasn’t really a theorist of of, Oh, it wasn’t a macro. Well, I he’s a classical economist. So I suppose they did deal with that we’re thinking about the economy as a whole. But he’s not a macro economist, as we’d probably think of one today. But nonetheless, he did it, he did have this, he ran a thought experiment, you could call it or maybe you could say it was a bit of a thought bubble, but But he had this idea that of this equivalence between taxation and debt financing. So the Ricardian equivalence relates to the idea that if you think about this, in a particular type of framework, and you think about how these households eventually have to pay back the debt, so if you’ve got a choice between financing, spending, or financing, a particular like a surge in spending, because it’s a pandemic, for example, or a war, and it’s a choice between increasing taxes, or increasing, or borrowing the money in terms of how what happens to households, and you know, how they change their consumption, spending their behaviour, in this really theoretical framework, and under certain strong assumptions, which we’ll talk about soon, it could be the case that they just behave the same way that Yep, they might have to pay if they pay more taxes, and that lowers their disposable income, and then that may force them to, you know, that maybe they will cut back their consumption spending, they won’t spend as much. But then if the government goes and borrows money, then it may be that the households do the same thing, because they realise that, oh, hang on, we’ve got to pay for this in the future, eventually. So it’s as if let’s act now let’s spend less now let’s save more in anticipation of those higher taxes later on, because we have to pay the debt. So it’s this idea of this equivalence between taxation and debt finance, and I guess, this is where we start thinking, Well, hang on. That’s, that may not actually be what happens in reality. And indeed, Ricardo himself thought this was I think he thought he, he thought this was implausible, really, or he didn’t put a lot of he didn’t really, you know, make a huge thing about this is just a, you know, an idea he had just a speculation of his so I think that’s, it’s it’s certainly an interesting speculation to think about, like, how do households react to what the government does? And, you know, to what extent are they forward looking? To what extent are they Ultra rational, where this where this Ricardian equivalence thing, where it came from, or what where it was brought back into economics, or how it was brought back in economics was there was this school of thought that emerged in the late 60s and then in the 70s, called the New classical school of macro economics, which was trying to make macro economics more rigorous built, create micro economic foundations for it, because there was this view that what Keynes was talking about in the 30s. Okay, he, he didn’t really have really strong micro economic foundations or there was an optimising behaviour in it. There were a lot of us assumptions about how these macroeconomic aggregates such as consumption and income, were related to each other. But you weren’t really thinking about, well, how would rational households behave? So they, they had there was this idea that we want to have a more rigorous economics, that macro economics and it’s based on optimising models and, and one of the driving forces is the mathematization of economics in the post war period, from after Paul Samuelson foundations of economic analysis famous textbook in the in the 40s, where he brought mathematics to a lot of economics. And then the idea is let’s bring that to macro economics as well. Let’s have these really elegant optimization models and you know, Ricardian equivalence is is one of those types of models. Okay, how am I going to Euro? Very good. Okay. Okay. It’s a, it is a tricky sort of area to tricky concept to explain, I think. And having begun this conversation, I’m thinking okay, I’ll have to, maybe I’ll go and refresh my knowledge afterwards. But I hope that I am imparting enough of the substance of it. Okay, so who’s the big name associated with this proposition? Is Robert Barro, isn’t it? So? Okay, so Robert Barrow is one of the most famous economists of, say, the last 50 years or so. He’s probably the most famous economist out there at the moment who hasn’t won a Nobel Prize? I mean, who knows? It may be coming. But he hasn’t won one yet. At least as far as I’m aware, he hasn’t won the Nobel Prizes. He I probably would have put that down in the show in the notes. If he had. Okay, if he has I’ll, I’ll definitely double check that but I’m pretty sure he hasn’t Paul Lucas. Sorry, not Paul Lucas. Robert Lucas. won the Nobel Prize for new classical economics Thomas saj. And I’m pretty sure Robert Barro hasn’t won it. He’s currently the Paul M. Warburg professor of economics at Harvard. And he’s, you know, as a visiting scholar at American Enterprise Institute, research associate of National Bureau of Economic Research, PhD in, in economics from Harvard and a Bachelor of Science in physics from Caltech. I think it was a student of Richard Feynman, I think I read that. And he went into economics was he, he realised that, you know, physics was something he might not, you know, rise to the top in. He thought our economics is probably a better bit. Physics is too crowded. There are too many, you know, really, really smart people in physics. And they thought, Well, why not? Economics? That could be something different. But yeah, Barrow, right, this very famous article in the 1980s 1974, published in the the house journal of the University of Chicago economic School, which is the Journal of Political Economy, and his article is our government bonds, net wealth, and extremely clever paper, I’ll put a link in the show notes. But yeah, the basic idea there is that, if you think about it, in a particular type of model that was popular in the post war period, a particular way of thinking about macro economics, and less government bonds were was seen as something that made the community wealthier on their own, then they shouldn’t have a significant or they shouldn’t have an impact on consumption spending, because they shouldn’t make the community feel any wealthier, at least, that’s the that’s the idea. And his argument was that, well, if households realise that they actually are the ones who have to service that debt and pay back the debt, eventually as taxpayers, then they’re not any wealthier. So they’re not going to, you know, lift their level of consumption spending, if the government gives them a tax cut or transfers some money to them. So that’s the that’s the basic idea. Now, an a related concept, and I have been struggling to think about how to bring this into the conversation because it is related to it in a way that comes at this issue from in a different way. There’s the there’s Milton Friedman’s idea of the permanent income hypothesis. And, like one way of looking at fiscal policy if you’re thinking about a tax cut or a stimulus check, for example, Apple. And this is another way of thinking about this same question using a different model or a different, slightly different theoretical framework. And this was an objection to some of the the temporary, you know, bonuses or the temporary tax cuts or stimulus money that we’ve seen in different crises, like Milton Friedman argue that your consumption spending is related to your permanent income, which is essentially what you could, what you could spend out of your, out of your wealth sustainably over the long term. So if I’m getting that, right, so. So Keynes is consumption function related, corroding, current income to cut related your consumption spending to your current income. So if your B income is, say, say it’s, you know, $5,000 or something, and there’s an increase in your income of $1,000. And then Keynes would have this coefficient, the marginal propensity to consume and say, That’s point eight, then there’s this mechanical relationship of income goes up by 1000 times point eight, then your spending will go up. $800. So that’s the, that’s the Keynesian consumption function. And Friedman objected to that, because his argument was that, well, you’ve got to, you’ve got to think about whether that increase in income in the current period is a permanent increase or not. Because if it’s only a temporary increase, but doesn’t increase what they consider spend sustainably over the long term, by much at all, and his argument is that households would try to smooth out their consumption. Over time, there’s this idea that we’re better off if we have a more steady, sustainable standard of living, rather than having some periods where we’re spending more and living, living really well than other periods where we’re not living great at all. We’re on hard times, we’d be better off in his optimising model and his rational optimising model, we’d be better off saving those temporary windfalls and income, and you’re saving them up for times where we had less income, and so smoothing our consumption in that way. And so that’s an argument against fiscal stimulus, because you could, it could be the case that people get their tax cut, or their stimulus check. And they realise, well, hang on, it’s not really making us is not really lifting our permanent income, which is not going to make us you know, make us huge impact on our on our, you know, average income over the next five or 10 years. So why should we spend it baby, let’s say that, and we can use it to help smooth out income, it can cover those difficult periods. So that’s another example of an optimising model. And it’s a similar type of philosophy to Ricardian equivalence, but it’s not. It’s not quite the same thing because Barrows proposition is stronger than that. And because in Friedman’s model, it’s possible that if if the government’s transfer enough money to households, then they might think that Well, yeah, we are wealthier. It is, it will, this level of additional money will allow us to spend much more sustainably into the future. But Barrow goes further than Friedman, because in Barrows model, those households would realise that they would eventually have to pay back that money through the tax system. So that ultimately not any wealthier. So there’s, there’s probably a higher level of rationality in Barrows model, then, then Friedman’s model that Fred’s Friedman’s model gets you sort of the, you know, partly the way there because you’re starting to think about the future and households are starting to think rationally. What’s coming up in the future? Does that make sense? Or am I complicating things?

Arturo Espinoza Bocangel  24:31

I think I’m Porton assumption for the neoclassical economists here. Yeah. Individuals are acting as a rational. Yeah,

Gene Tunny  24:41

they’re rational and forward looking. Yeah. And so in Friedman’s model, then Friedman gets us a lot of the way there with this permanent income model. And then Barrow basically goes even further and says that households are so smart that they realise that any money that the government is is giving you temporary? Well, that it’s actually giving you through a tax cut or through a stimulus check. You’re gonna have to pay that back later. So you’re not any wealthier overall. And so there’s there’s there’s no increase in permanent income in in that situation. And yeah, there’d be no change. Whereas in the Friedman model, there’s a possibility maybe there is a small, a small impact on consumption if I think about that. Okay, we’ll take a short break here for a word from our sponsor.

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Gene Tunny  26:06

Now back to the show. Yeah, these ultra rational models, Friedman sort of started the this is an idea and then the new classical economists took it to the limit. Okay, so that was that was Barrow a very, very famous paper and generated a huge literature, people arguing about this theoretically. And then there was a lot of empirical work which we might go into. One point I should make at the moment is that when Barrow first wrote this paper, it wasn’t called Ricardian equivalence Barrow, himself didn’t realise that, that he was almost channelling Ricardo in a way. But this was pointed out by James Buchanan, who was a Nobel Prize winner for his work in public choice theory, what was called public what’s called Public Choice Theory. And he was at Virginia Polytechnic Institute at the time, I think that’s now George Mason University. Or I could have that wrong. But anyway, James Buchanan. He wrote a famous article in 1976, which pointed out that essentially what what Robert Barrow had done was rediscovered this proposition of David Ricardo and I might read this abstract because it’s very, it’s quite, quite succinct. So James Buchanan wrote his public debt issue equivalent to taxation. This is an age old question in public finance theory. David Ricardo presented the case for the affirmative. Professor Robert J. Barrow re examines this question in his recent paper, without however making reference to Ricardo or other earlier contributors, although his discussion has carefully qualified to allow for exceptions under specified conditions, the thrust of Barrows arguments supports the Ricardian theorem to the effect that taxation and public debt issue exert basically equivalent effects. So I think, yeah, my it’s interesting be cannon makes the point that David Ricardo presented the case for the affirmative, because my understanding was that even though Ricardo did make that, or he did make the case, he didn’t think that it was something that was realistic, in that it didn’t apply in reality, I think might have been Galbraith or someone like that, who made that point that even though no Ricardo wrote about this in the funding system, he himself thought it was a bit of a theoretical curiosity. Okay, and one thing you found so this is another article by Buchanan you dug this up before, Arturo? Because you didn’t I think this goes to this is related this point I was making about how this is a very elegant theoretical model is based on optimising behaviour forward looking rational. Now, let’s make the most elegant mathematically. What’s the word? Elegant, I suppose or logical model where you’ve got people maximising their their utility, what economists call utility, their satisfaction, and they recognise that they’re there ultimately, they ultimately have to pay the debt. So yeah, Buchanan and Jeffrey Brennan. So Jeffrey Brennan’s an Australian, he was at ASU and his son Michael Brennan actually runs the ball. He did run the Productivity Commission here. Now he’s running the e 61. Institute. Interesting. Yeah, yeah. And he was a senior person in the treasury after I was there, but he is all very good. Jeffrey Brennan, I remember did a staring rendition of Rule Britannia at tattersalls Club at a dinner, I went to law school dinner I went to, but 20 years ago, it was a, it was a good thing. It was a great singer and a very intelligent man. Very good economist. Okay. Now, that all of course is completely irrelevant to the point, the logic of the Ricardian equivalence theorem by Jeffrey Brennan and James Buchanan, which was published in was it finance archive? I think it was, yeah, the German public finance journal. And they, they list these very well, you’d say they’re restrictive conditions, aren’t they for, for this whole this theoretical approach this model applying, and I might put them in the show notes. But essentially, they make some very strong assumptions about how, you know, well, one is that capital markets are perfect individuals may borrow and lend at the same rate as the government. And I think what this is getting to is the fact that look, even if ourselves are rational and forward looking, they may not be able to act in such a way because they’re not able to easily borrow that you can’t borrow as much as you’d like to help smooth your consumption over time to. So it could be the case that if the government gives you a tax card, and or gives you a stimulus check, you may really need that money. In a in a theoretical, in an idealised world, you could have just been temporarily on hard times, and in that idealised world you could have borrowed against your future income, because you know, I’m gonna get out of this in the future. So rather than struggling now, and you know, me struggling to pay rent or buy the groceries, I’ll just borrow against my future income. But that doesn’t mean you can’t always do that in the real world. I mean, people do sort of, you know, some people try and do that through credit cards. But that’s a recipe for financial disaster in the long run. So it may be that, you know, fiscal, fiscal policy measures, such as a tax cut, or a stimulus check, has an impact because it helps alleviate a liquidity constraint. So there’s this concept of liquidity constraints. And that was one of the major objections to well, this whole new classical approach, and also to well to Friedman’s model, in a way, yes, definitely the Freedmen’s model, that, you know, one of the things that stops people from acting, as optimising over time rational households is the fact that you you may not be able to borrow the money that would be compatible with that optimization. So that’s that point. And then there’s some other points about how assumptions that that’d be Canada and Brandon, identify individuals are certain as to both current and future income and prospects. Which is, yeah, I mean, people, you know, so any theory about where people are optimising the future and making optimal decisions? Essentially, you have to assume that they know how the future is going to evolve. And it may be that they, they don’t. And so it could be that, you know, people’s, well, in the Ricardian model, it could be the case that, well, they see the government borrowing this money to give them a tax card or pay them a stimulus check. But in their own mind, they’re thinking, Well, I’m going to be wealthier in the future anyway, I’m going to be earning a higher income, so I don’t really care as much. Maybe I have to pay a little bit more tax, but but who cares? So they in that model? Yeah, there’s the Ricardian model essentially, assumes that they have this perfect foresight. Number five individuals, as current taxpayers and as potential future taxpayers behave in terms of infinite planning horizons, they act as a mortals Yep. So they either act as a mortals. Yeah. Okay. So what’s that, assuming that’s assuming that they care for their descendants? Basically, as if they’re just future versions of themselves at a later date in the future? It’s essentially you like your children, your grandchildren are essentially just you at a future date. And so that’s, that’s a very strong assumption. I mean, and it may be the case that, look, you know, one generation may be perfectly happy, running up a bill for future generations to buy. I mean, not that I’m saying that necessarily doing that, but, you know, it’s not necessarily the case that people are acting as a mortals I mean, just think about I mean, there are plenty without children, they may not have any connection. They may not feel any connection with sex with future generations. Right? So it’s a pretty, it’s a very strong assumption now that there were there were seven of those assumptions. I haven’t read them all out. But I’ll put them in the show notes. And you can check that out that the main point is that look, there’s there’s just very stringent conditions for this Ricardian equivalence to hold that, in reality, it’s probably not going to hold and therefore this objection to fiscal policy, this idea that households are going to just save any additional money the government gives them, it doesn’t seem to be, you know, supported when you think about it logically. Maybe in an elegant theoretical model, but not in reality with how people behave and what will go on to now as the evidence and my reading of the evidence is that it doesn’t support this hypothesis. Okay, any other points on the theory there, Arturo? No, I feel I’m gonna have to write this up. In an article just because I think that link, yeah, I want to explain how this model fits with these other models such as Friedman’s permanent income, because I think that’s a that’s an important question. Okay. What does the evidence say? Now, this is really interesting, because if you look at the earliest empirical studies after Barrows model came out, there were studies that were essentially finding support for it. But then later on, economists changed their mind as more evidence accumulated. Then when it first emerged, it was it was a popular proposition and there was a 1993 Journal of Economic Literature review paper Ricardian equivalence by John cedar, and he’s at North Carolina, North Carolina State University. So Journal of Economic Literature is the one of the leading journals published by the American Economic Association. The idea is to have authoritative literature reviews that summarise the current state of the economic literature on important questions. And his conclusion was that although tests of Ricardian equivalence do not quite give an unambiguous verdict on that propositions validity, I think it is reasonable to conclude that Ricardian equivalence is strongly supported by the data. Now, you know, I wasn’t a practising economist at that time, that was my first year at uni. And, but I do imagine that that would have been a controversial conclusion. And it’s definitely been reversed since then. So in 1998, there was a meta analysis. So this is a study of studies where you look at what Previous studies have found, ideally, if you can get hold of their data, you try and rerun all the, you know, try and pull all the data together, run a big regression that don’t always do that. But you’d at least look at each of the studies and try to work out well which is more authoritative, which has a better methodology, which is using better data, that sort of thing and come to a judgement as to where does the where does the weight of the evidence why and in the conclusion in that paper, is it by by a TD Stanley at Hendricks College in Arkansas, published in southern economic journal new wine in old bottles, the meta analysis of Ricardian equivalence and that concluded that a quantitative review or meta analysis of 28 empirical studies of the Ricardian equivalence theorem gives persuasive testament of its falsity, which is, you know, pretty much what I would I would have expected given that just how really outlandish the theoretical assumptions behind the model are when you think about it, and just think, just use common sense and and look at it if anything would have killed off the Ricardian equivalence theorem. It would have been evidence from the financial crisis and then the pandemic since then, the the free exchange column in The Economist may 19 2008. So this is prior to the the the financial crisis, but there was a looks like there was a tax rebate. There was a 2001 tax rebate in the US and then there was another one, maybe it was 2007. I’ll have to put that in the show notes. But they were looking at how consumers were spending their rebates. And this is the calmness in The Economist, so the authoritative magazine published in London, they wrote, I tend to be wary of the effectiveness of fiscal stimulus, though at least anecdotally, the current stimulus seems to be working theoretically, people should not increase consumption in response to a small temporary increase in income unless they face liquidity constraints. Or taxpayers might recognise that rebates increase the size of the budget deficit, if there is no corresponding decrease in government spending, that their future taxes will pay, okay? So they might recognise that rebates increase the deficit. And that means I’ll have to pay higher taxes in the future. But these factors suggest most of the rebate will be saved and not spent, perhaps consumers do consider these factors and plan on saving their rebates. But then what he does is he quotes evidence, or this colonists quotes evidence from Matthew Shapiro and Joel Slemrod. So well known us economists. Okay, so at the time of the rebate, when they got it in 2001, only 22% of respondents planned on spending it. Although they found little evidence, people factor government spending, ie future deficits into their decision. Okay, so that’s what they were thinking about at the time. But then, there’s a study by David Johnson, Jonathan Parker, and Nicholas Sulukule, that, that they actually spent a significant amount of it or a non trivial amount of it, they found that the average household spent 20 to 40% of their rebate within three months of receiving it. And two thirds of the rebate was spent within a quarter of receipt, lower income groups spend a large fraction of their rebate, I’ll put a link to that in the show notes as there’s a bit going on there. There’s quite a few different points there. The basic point is that people do spend more of a rebate, a tax rebate, they get that you might then these models, you know whether it’s permanent income hypothesis of Friedman or in the extreme the barrow, Ricardian equivalence, people do spend more than you might, then these models would predict. And this was also concluded by Andrew Lee, who’s a federal MP here in Australia, who is a professor of economics today, I knew how much did the 2009 Australian fiscal stimulus, boost demand evidence from household reported spending effects, he used some survey evidence. And he looked at the $21 billion in household payments delivered in Australia between December oh eight and may 2009. So he’s talking about the Rudd stimulus money. So the Rudd Government stimulus packages and 40% of households. So this is what Andrew found 40% of households who said they received a payment reported having spent it and you know, that’s a higher rate than in, in the US. And Andrew speculated that it could have been because of the form of the of the assistance, it was a it was a stimulus check, rather than a rebate of tax. And so Andrew was saying there could be something psychological going on there, you know, individuals are more likely to, to spend bonuses, so to speak, rather than, than rebates. But yeah, so Andrew does, essentially concluded that there’s this marginal propensity to consume out of these rebates, or this, you know, the stimulus money, I mean, of point four, one 2.42. So, that was spending around, you know, that two out of every $5 that they got so so they get this money, and they do actually spend a portion of it, it’s not as if they just leave it in the bank and, you know, maintain just just been what they normally would wait to wait to actually use some of it to go and maybe at the time, people were saying they were going to buy a flat screen TVs, that was the popular thing at the time to buy. But, yeah, definitely, there was more spending than then would have been expected. Right. I mean, the debate does go on. There have been some findings supportive of Ricardian equivalence, I should know there was a study by a former Treasury colleague of mine, Shane brittle, who, unfortunately is no longer with us. He was at University of Wollongong and I think he, this was a study published in the Australian Economic Review. He found some Ricardian impact but he couldn’t accept or he didn’t find in favour of full Ricardian equivalence. He did. He studied the macro data and his macro modelling suggested that over the long run changes in general government savings are offset by changes in private savings by almost a half minus point four, four. This implies that the behavioural response of households and corporations is not fully Ricardian. Well, I think that’s that’s right. So yeah, there’s definitely not full Ricardian equivalence. Could it be that maybe households there could be some Ricardian equivalence I don’t know, maybe, maybe, maybe households do realise that the eventually they might have to pay more in taxes. But maybe the reason that they’re saving part of it is this, this Friedman argument of permanent income, they realised that it hasn’t really allowed them to lift their consumption on a sustainable basis by much at all. And so therefore, let’s not spend too much of it. Now. Let’s save up the bulk of it. So look, whether what Shane’s found is regarding whether what whether he found some partial support for Ricardian equivalence, I think that’s that’s up for debate. My personal view is that it’s just such an extreme hypothesis. It’s yeah, it’d be it’d be hard to find any support for for it at all. This is not to say that discretionary fiscal policy is sensible. I think there are, there are plenty of arguments against fiscal stimulus discretionary fiscal policy that don’t require Ricardian equivalence what Tony makin was talking about with crowding out via interest rates via the exchange rate, all of the lags that that occur from when you recognise a shock in the economy to when the fiscal policy might actually impact. I think these are all valid reasons to question discretionary fiscal policy, but Ricardian equivalence probably isn’t one of those. Okay, Arturo, I think that’s that’s probably enough. I was going to talk about Japan, but I just don’t think Japan provides support for it either. There was initially a thought that maybe Japan’s The Ricardian case, because there was, you know, there was a lot of fiscal stimulus in the 90s. And it didn’t revive the economy. But, you know, Japan’s got Japan’s really, you know, it’s a bit of a special case. And I mean, we might go into it in another, another episode, but there are a lot of economic challenges there. And now they got the demographic challenge shrinking population. They had, you know, very, very high saving rate. Yeah, it’s a it’s a, it’s a different economy than ours in a way and, yeah, I mean, the conclusion is that it’s not really an example of Ricardian equivalence. And if it were, it’s becoming less Ricardian, there was a an IMF paper I’ll link to in the show notes that argues that it’s if it was recorded, and it’s becoming less so over time. But yeah, I think we might just leave that. Possibly I’ll do a bonus episode on Japan. But my feeling is that there’s just so much evidence against Ricardian equivalence, theoretically, it doesn’t. It’s just too strong. I mean, it’s very elegant model. It’s beautiful model. But the real world people just don’t behave as they do in elegant. optimising economic models. Maybe I have to follow this up with an article but hopefully I’ve got the main points across so anything you’d like to add?

Arturo Espinoza Bocangel  48:05

Well, in will basically, just to summarise so these recurrent colons, as you mentioned, was very formal model, I think is good for the students, academics, researchers, just to check that our current political evidence is can be cross check against the this model. So I think is supposed to want to explain these concepts, and also using data from different countries.

Gene Tunny  48:48

Yeah, yeah, exactly. Okay. So yeah, I think looking at different countries is important. Which is why and if you’re in the audience, you think it’d be good to look at Japan? Because, I mean, Japan was certainly one of the countries I was, when I first started studying economics. That was one of the countries I was interested in. Because it was just after the bubble burst. I mean, there was that. Well, what was it this square kilometre around the Imperial Palace was worth more than all the land in Manhattan or something, something along those lines, there was some crazy statistic about how much the Japanese property market was worth and Japan was just riding high in the late you know, in the 80s. And and they’re all these concerns are the Japan’s going to overtake the US and then they had the crash and the bubble burst and there’s all the talk about trying to revive it through fiscal policy through infrastructure spending, and it just didn’t just didn’t revive the economy and they had their last decade. But if you’re interested in hearing more about Japan, I can certainly cover that in a in a future episode and try to find someone who’s, you know, knowledgeable about Japan. If you know anyone, let me know. Okay, how to Thanks so much for your time. I really enjoyed chatting about Ricardian equivalence with you. Oh,

Arturo Espinoza Bocangel  50:04

thank you for having me again.

Gene Tunny  50:06

Very good rato thanks for listening to this episode of economics explored. If you have any questions, comments or suggestions, please get in touch. I’d love to hear from you. You can send me an email via contact at economics explore.com Or a voicemail via SpeakPipe. You can find the link in the show notes. If you’ve enjoyed the show, I’d be grateful if you could tell anyone you think would be interested about it. Word of mouth is one of the main ways that people learn about the show. Finally, if your podcasting app lets you then please write a review and later writing. Thanks for listening. I hope you can join me again next week.

50:55

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Credits

Thanks to Obsidian Productions for mixing the episode and to the show’s sponsor, Gene’s consultancy business www.adepteconomics.com.au. Full transcripts are available a few days after the episode is first published at www.economicsexplored.com. Economics Explored is available via Apple Podcasts, Google Podcast, and other podcasting platforms.

Categories
Podcast episode

Fuel prices & electric vehicles (EVs) – EP154

A wide-ranging conversation on petrol/gasoline prices and electric vehicles (EVs). The conversation explores the peculiar economic phenomenon that is Australia’s petrol price cycle. What drives it and how can consumers make it work for them? Show host Gene Tunny and his guest Tim Hughes then discuss the big issues around replacing petrol-powered vehicles with EVs. What does it mean for total electricity demand and what challenges do we face in adopting EVs?

You can listen to the episode via the embedded player below or via podcasting apps including Google Podcasts, Apple Podcasts, Spotify, and Stitcher.

Links relevant to the conversation

Australian Financial Review article (paywalled) quoting Ampol CEO saying EVs have to be 50% cheaper before widespread take up

Recent oil price news

Brent crude oil price (ABC news)

Australian Competition and Consumer Commissions (ACCC) monitoring of Australia’s petrol price cycle

Information on Queensland’s electric superhighway

Queensland Government website on environmental benefits of EVs

The Grattan Car Plan which includes lots of useful data on EVs

John Freebairn on fuel excise in Australia

Drive magazine article on impact of EVs on electricity use

Australian Energy Market Commission (AEMC) paper on integrating EVs in the power grid

Economics Explored EP113 – Lithium and the new energy revolution with Lukasz Bednarski

ABC News report As EVs drive a mining revolution, will Australia become a battery minerals superpower?

Transcript: Fuel prices & electric vehicles (EVs) – EP154

N.B. This is a lightly edited version of a transcript originally created using the AI application otter.ai. It may not be 100 percent accurate, but should be pretty close. If you’d like to quote from it, please check the quoted segment in the recording.

Gene Tunny  00:01

Coming up on Economics Explored,

Tim Hughes  00:04

But you can maximize your chances. And you can sort of, play the game over that four-week cycle to keep your fuel costs down.

Gene Tunny  00:13

Welcome to the Economics Explored podcast. A frank and fearless exploration of important economic issues. I’m your host, Gene Tunny. I’m a professional economist based in Brisbane, Australia, and I’m a former Australian Treasury official. 

This is episode 154, on fuel prices and electric vehicles. I’m joined this episode by Tim Hughes. Tim has been doing some business development work in my business, Adept Economics. Tim’s not an economist, but he’s very interested in economic issues. And in my opinion, he asked very good questions, so I thought it’d be good to have him on the show again to chat about some big issues regarding fuel prices and electric vehicles.

On fuel prices, Tim and I have a close look at a regular cycle and fuel prices that we see in Australia. On EVs, one of the important takeaways from the discussion, is the big challenge we face in replacing petrol powered vehicles with EVs. It’s not impossible, but we’ll need to generate much more electricity and spend a lot of money getting the necessary infrastructure for EV charging in place. 

Please, check out the show notes for relevant links and clarifications and for details of how you can get in touch. If you’re outside Australia, please let me know if there are any patterns and how fuel prices behave where you live. Also, please let me know your views on EVs and any useful info you may have. I’d love to hear from you. 

l’ll come back to EVs in a future episode for sure. I know that I need to look more closely at all the resources needed to build EVs such as lithium, nickel, cobalt, and copper. Australia looks well positioned to supply many of these minerals. But will there be sufficient supplies worldwide to meet the growing EV demand? We’ll aim to cover that issue in a future episode. 

Right oh, now for my conversation with my colleague, Tim Hughes on fuel prices and EVs. Thanks to my audio engineer, Josh Crotts for his assistance in producing this episode, I hope you enjoy it. 

Tim Hughes, welcome back onto the show. 

Tim Hughes  02:16

Gene Tunny, good to be back.

Gene Tunny  02:17

Excellent, Tim. Now, Tim, you actually suggested the topic of today’s conversation. So, could you just tell us please, what are these issues that are turning over in your mind at the moment? What are you interested in speaking about today?

Tim Hughes  02:33

So many things Gene, but we’ll settle with; for today, we’ll talk briefly about the price cycle. We’re in Brisbane, in Australia, we have this price cycle of roughly month fuel prices, yes. So, it was in relation to that when we got chatting. There’s a lot around this that we did discuss that we won’t go into today around, you know, the future with electric vehicles and that kind of thing. I don’t know if we’re going to talk about that too much. 

Gene Tunny  03:05

I’d like to chat about that, because I’ve done some research on that.

Tim Hughes  03:09

So, it did set us off around fuel prices. And then, we did talk in broader sort of, ways about the future of what that fuel cycle might look like with the rise of electric vehicles, and then how they’re going to be paired. So, we’ll talk about that in a bit shortly, I guess. But fuel prices otherwise, yeah.

Gene Tunny  03:31

Exactly. I mean, there is a logical connection there isn’t there. Because with the higher fuel prices that’s making more people think about electric vehicles. The problem is electric vehicles are still so expensive. And the Chief Executive, I think, was Ampol. The other day, I saw it in the financial review, I’ll put a link in the show notes. He came out and said, look, basically they have to half in price, you need to get those EVs prices, which I think start in the 40,000s and if you want a Tesla, it’s above 50,000. You need to get them into the 200 to 300 range for there to be widespread take up of EVs in Australia. And I suspect I mean, there’s going to be a similar issue in the States as well and in other countries. 

Although Scandinavian countries, they seem to have higher rates of take up and yeah, but here, I think the price is a barrier and also the so-called range anxiety. We can talk about that a bit later.

Tim Hughes  04:28

There are so many things that would be interesting to talk about with that. And of course, there’s a cost, an ongoing cost to me, the amount that for instance, you might pay, on petrol or diesel now, over a year compared to what your costs might be to charge an electric vehicle and the running costs of any vehicle, which seems to be at the moment far less if you have an EV.

Gene Tunny  04:56

Exactly. Well, you’re not paying for the petrol.

Tim Hughes  05:00

You’re paying for the power, I mean, at the moment, you charge these not from home, it like, there are certain stations that you charge the EVs at. Is there a cost to those? I haven’t actually checked that. I understood that Tesla didn’t charge for recharging the car. I don’t know if that’s correct or not.

Gene Tunny  05:18

That’s a good question. I’m not sure if it’s made it or not. I’ll have to look into that. I know that the Queensland Government has; it’s built this EVs super-highway across Queensland. So, it’s set up charging stations in different cities, I think there must be over 20 of them. I’ve got a link somewhere I can put it in the show notes. They’ve got them in places like Port Douglas and there’d be some places in Brisbane and Cairns Townsville.

Tim Hughes  05:45

I mean, this is an area, because I know that we were speaking broadly today. So, we’ll go into a deeper dive into that part of the infrastructure and the costs. Because I can only imagine that if it’s free at the moment, that it won’t stay that way. I mean, it doesn’t seem to be tenable to not charge people. And also, it’s not the way that it normally works. Obviously, if there’s energy being used, somebody’s got to pay for it somewhere. 

Gene Tunny  06:11

Well, I think there’s a big issue with apartment blocks. So, if you, if you’re doing it at home, then you’re paying for it. The question is, what happens with apartment blocks and some of the evidence I’ve seen, and I’ve got, when I was doing the research, I found these experts talking about the challenges in some apartment blocks of getting the right infrastructure in there, and making sure that the apartment block can support the EVs that are drawing all that power, given they’ve already got lifts and things that are also drawing on power. So, that’s a big issue there. So, there’ll be cost associated with that that’ll have to be met by the body corporate.

Tim Hughes  06:50

Well, we might as well dive as deep as we can on this now, because that is such a big part of what that future of EVs will look like, I mean, obvious time for people to charge their vehicles is overnight, most people, you know, working sort of, during the day. So, to charge overnight, you’d want to be able to charge from home, if you’ve got a house, that’s going to be more likely. Clearly, you’re going to be using power. If you’re in an apartment, like you’re saying there’s going to be an infrastructure challenge there to make that available to the cost basis. And if you’ve got street parking, you know that’s going to give you another challenge, as well. But all of that energy as well, it’s got to come from somewhere. So, we’re going to have to produce more energy than we currently do for electricity to basically replace what we use fuel for, petrol and diesel to have electricity. And then the conversation around the likelihood of where that energy is going to come from, again, infrastructure would be something to consider. But clearly, at the moment, we can’t do that through clean energy. So, the drive towards clean energy is also then part of that question. I don’t know, we’ve talked about the importance of coal, in a transition phase from current coal supply or coal supply power to clean energy.

Gene Tunny  08:20

Well, at the moment, we really don’t have much of an alternative, because we’re still generating the bulk of our electricity from fossil fuels, than coal and gas. Now, the idea was that gas would be the transitional fuel that we would move out away from coal fired power much quicker than we have. But I think we’re discovering now just how hard that is and what that means for the reliability of the network. A lot of the problems we’ve had in the electricity market here in Australia this year, have been because we’ve had some coal fired generators offline, the Callide generator up in Queensland, part of that which was shut down for they had some incident there last year, if I remember correctly, and there are other coal fired power stations that have; there was a big one that closed down in Victoria. And that means that there’s not as much capacity as there once was. So, that’s a big issue. 

And when you have a winter, that was unexpectedly cold, there’s a big demand. There’s not enough supply, the renewables are intermittent. We don’t have enough battery technology to store the power. We don’t have enough pumped hydro. Yeah, this is it’s a big problem.

Tim Hughes  09:35

Well, I mean, the thing is, like, it clearly seems to be moving that way. Personally I’m fully supportive of. I think the drive for clean energy, and electric vehicles is good. One of the things I wanted to talk about was, from your perspective as an economist, you know, to look at just how clean the making and running of electric vehicle is because obviously, there’s an environmental cost to anything that gets produced, and then whatever waste products come from that. But the move towards that seems to be, it’s quick. And so, in some ways, I guess it’s not a problem unless we’re just trying to move too fast. You know, like, clearly there’s a transition period that’s needed with the available infrastructure and fuel supply that we have currently. But that’s going to change significantly over the next 5-10 years. 

So, as that move towards electric vehicles, as the infrastructure does catch up, and as the cost of the vehicles comes down becomes more attractive. I can only imagine then that, we can only move as fast as we can move. So, if there’s a holdup with the infrastructure, or the power supply of electricity for EVs, that’s going to just slow down the rollout of EVs and lengthen the period of time that we might have fuel powered cars. 

Gene Tunny  11:03

Yeah, I think maybe we’ll save this discussion for later on in the program, because you’ll get on to the fuel prices. I think that’s a very good introduction. I agree with you regarding those challenges that we face, I think you’ve actually captured that or presented that quite well. That’s good. Very good, Tim. 

So, you got me thinking about these issues myself. 

Tim Hughes  11:31

Yeah. And there are big areas as well. And we will have like, a lot of this, obviously, like I said, we can dive as deep as we can. We have got some guests and friends and colleagues that we’ve been talking to about coming on here who can dive far deeper than us on these individual issues. But this is more of an overview. I guess, at the moment. 

Gene Tunny  11:53

I had Lukas Bednarski from, well, he’s over in London, he’s wrote a book on lithium. He came on the show last year, and just talking about all the opportunities with electrification and making use of, of lithium batteries. So, we had that conversation. So, I’ll put a link in the show notes. So, that was good. 

So, there’s a lot of potential there. It’s just a matter of, you know, how’s all this going to come together and play out? And if you’re an optimist, you think, oh, yeah, we’ll solve it all with technology. And we’ll, get the policy settings right. But then if you’re an economist who has been around a while, you might be thinking, no, it looks pretty risky. And, I’m not sure we will get those policy settings right. We will eventually, but there’ll be a lot of messiness in the meantime. And that could last decades. 

Tim Hughes  12:49

It’s really interesting, because we’ve obviously headed in this direction of electric vehicles, because hydrogen powered vehicles are still in the conversation and all sorts of other options, I guess. And it’s going relatively fast in the EV direction, and where it had been talked about for decades prior to it really happening. So, this is really quite fast. And I guess technology is just driving that little bit further ahead, of course. And so, we’re just following the available technology. And as they get better, the rollout of EVs is getting quicker. So, it’s that, I guess, we have all of these industries, working like crazy to get ahead of the demand to try and make it possible. So, it’s an interesting time. It’s a fascinating time to see all of this change happening globally, extremely fast. It’s very quick.

Gene Tunny  13:45

Talk about how fast it’s going. It’s going faster in other parts of the world than it is in Australia.

Tim Hughes  13:53

Always fastest in Scandinavia. They always seem to be ahead of the curve over there.

Gene Tunny  13:58

Yes, yes. Yeah. That’s a whole different; that’s another podcast episode, possibly. What is it about Scandinavia? What is it about Sweden? I mean, from the outside, it looks like they’ve got a lot of things right. And we look at it from our Anglo-Saxon perspective and we think oh, well, we really wouldn’t do things like that but it seems to work for them and they seem to be very happy.

Tim Hughes  14:27

The Viking mentality tribes.

Gene Tunny  14:33

We’re gonna chat about that in another episode. Let’s begin with fuel prices. So, everyone’s noticed petrol prices are so high. I mean, what are we paying? Is it nearly $2 a liter or something? 

Tim Hughes  14:47

Well, so we’re in August 2022 in Australia, so this is going to be not an evergreen episode for this part of it. Currently, the cycles just finished in the last week or so. So, it went up to $1.95. So, I’m going to come clean here, I’m a complete fuel nerd. Like when it comes to prices, I’ve sort of, tried to maximize everything, which is I think, where this conversation started with us. The previous peak of the cycle went to around $2.25. So, which is about as expensive as it has ever been? I think it was hitting new heights that was just a couple of months ago.

Gene Tunny  15:23

Was that before they cut the fuel excise?

Tim Hughes  15:27

That was after. So, we were still with the fuel excise in place, which I think is 22 cents a liter. Is that right?

Gene Tunny  15:33

Yeah, it’s normally 44 cents a liter. And they halved it temporarily and

Tim Hughes  15:37

So, the Morison government put that in place. We had an election over here, of course, and new government, but that is still in place, and has been extended until the end of September, I believe.

Gene Tunny  15:49

Yes. So, finishes in late September, September 29, or something like that, and it’s going to be a big deal when the cut is unwound, and there’s another 22 cents a liter added to your fuel bill.

Tim Hughes  16:04

From the consumer’s perspective, we can only imagine that when we were paying $2.25, we should have been at the top of the, you know, the most expensive part of the cycle, effectively, we would have been paying $2.47. Without that fuel excise cut, you know, an extra 22 cents. So, in the cycle, it’s just been, we’ve dropped down to as far as a dollar 53 was about as low as it went. Which was great, you know, so for the consumer, it’s really good. It’s just going up to $1.95. So, it’s about a 40-cent jump whenever it seems to jump. The cycle seems to be around a 40-cent cycle. So, we’ve gone a lot deeper than before, without any real understanding of why there’s still a war in Ukraine, which apparently has an influence on fuel prices here.

Gene Tunny  16:55

Yeah, because Russia was producing oil and also, the gas supplies have been compromised. And so, there’s some substitution between gas and oil in our generation. And so like, everything’s connected, and so when Russia gets taken out of the market, and there’s still the demand for it, because the global economy has been recovering from the COVID recession, prices really,

Tim Hughes  17:24

Which made sense. I’m saying, like, it supposedly affects us over here, because it doesn’t explain why we got so low at the bottom of our last cycle, which was down to like $1.53.

Gene Tunny  17:38

Okay, so the global oil price was coming down, it’s going back up now. So, if you look at the Brent crude oil spot price, and I’ll put a chart in the show notes, it got up to about $125 a barrel earlier in the year, it fell back down to maybe about 95, or something it’s been at, and it’s going back up now. 

So, there’s a report from Reuters. So, this is a 23rd of August report, 2022. Oil prices surged by nearly 4% on Tuesday, after Saudi Arabia floated the idea of OPEC plus output cuts to support prices in the case of returning Iranian crude and with the prospect of a drop in US inventories. Okay, so prices are starting to go back up. Yeah, they reached almost $130 A barrel in the US earlier in the year. So, they’ve been down a bit since then. But they’re much higher than they were a few years ago. 

Tim Hughes  18:45

Yeah. So, the thing being is like, I find it really interesting as to why there’s such volatility in these little four-to-five-week cycles that we have here. So, for instance, we’re up at 2.25 just a few weeks ago, with the 22 cents cut. So, that’s dropped 30 cents, if we’re talking the peak of the cycle. So, we’ve just gone back to the start a new cycle, and it went up to $1.95. So, that’s still 30 cents less than what it was. As a consumer, it’s great, you know, like, obviously, we love the low prices, but that volatility in the local cycle doesn’t seem to match other cycles. That’s not linked, that kind of volatility that doesn’t seem to be linked to the price of crude oil.

Gene Tunny  19:33

Okay, so what’s interesting I think about the Australian market and we’ve studied this extensively in Australia, the ACCC, the Australian Competition and Consumer Commission keeps an eye on it. I think I’ll have to look more closely at other markets but I think this really isn’t Australia phenomenon that we’ve got this price cycle. I don’t know if you noticed it when you’re in England.

Tim Hughes  19:54

They’re pretty stable over there. Like it doesn’t seem to move around very much. I mean, I have to say it’s actually a bit of a game. It is a game over here, which kind of you know, like putting fuel in the car is pretty dull. So, it’s a little bit more spice to doing that, because you can, which we’ll talk about at some point. I know, this is one of the things we talked about, which got us on to this conversation, but you can maximize your chances. And you can sort of, play the game over that four-week cycle to keep your fuel costs down.

Gene Tunny  20:24

So, we can talk about how it is a game and one way that economists have analyzed fuel prices is as a game. So, there’s a field of study called game theory. So, you’ve seen A Beautiful Mind, haven’t you, John Nash, the great mathematician who, you know, had a few issues, but was, obviously a genius. He made major contributions to game theory. So, game theory is a theory of how do people interact? What’s their best strategy, and you can apply that to businesses. And you can apply that to say, fuel retailers, I mean, what’s turned out to be the optimal strategy that they’ve all figured out works for them, and no one really deviates from it. Because it’s just going to make life worse for everyone. If they get into some fuel price war, that is figure out, let’s not do that, let’s not rock the boat, let’s just go along, and we’ll will benefit from this cycle. And they’re making this cycle work for them. So, there’s no real collusion, they’re not ringing up each other. They just sort of, all know how the games play; this has developed over the years. 

Tim Hughes  21:30

They’ve got a mode of behavior that they all follow. They just have to do the same thing at the same time.

Gene Tunny  21:40

Yeah, it’s, it’s funny, isn’t it? You can explain that with Game Theory. So, there have been various different models of this proposed over the years with fuel prices. I’ll have to revisit it, I remember learning about it in the 90s. This was a topic of conversation in one of our micro economics lectures, I remember Harry Campbell is a professor at UQ. He would often talk about fuel prices. 

Now, the way I think about it is how this benefits the petrol retailers is that they’re able to segment the market, they’re able to divide the market into different segments and charge different prices to both segments, and this is going to maximize their profit. Now, one of the challenges that firms have when they’re selling to the public is that they can’t distinguish between different customers in terms of their willingness to pay, how much were they actually willing to pay for this their product. And so, what they end up doing is, well, if you can’t really discriminate, every customer has to pay the same amount, then the price you charge is just enough to cover the costs of production of the last unit, the last sale that you’ll make to the last consumer that is profitable to sell to. But what that means is that you’re missing out on a lot of the upside from customers who would have paid more. And, well, what you can do is have a strategy of price discrimination, if you can separately identify different groups of customers, you can discriminate amongst them charged at different prices, depending on their willingness to pay. So, that’s why for years I mean, well, look, that could be another explanation. But one explanation for why nightclubs used to charge lower cover charges for females, relative to males is that males typically had more money, they made more money on average, higher income, higher willingness to pay to get into the nightclub. 

Tim Hughes  23:41

I thought that was to encourage, because it was better to have women in the nightclub.

Gene Tunny  23:46

I think so, that’s part of it. But it could also be because men have a higher willingness to pay to get into the nightclub than women. So, yeah, it’s in the interests of the nightclub to attract the women in;

Tim Hughes  23:59

And to get the men in who want to pay more to get in.

Gene Tunny  24:03

Yes. To the attract the right ratio, or the right numbers of women, and they have to lower the price for females. And then they charge the males more. Males have a higher willingness to pay to get into the nightclub.

Tim Hughes  24:17

And then we’re known as meat markets, which sort of, explains that approach, I guess, because that was part of that scene, I guess.

Gene Tunny  24:29

Yeah. Don’t think as many places have covered charges now.

Tim Hughes  24:35

They do apparently, someone also tells me

Gene Tunny  24:38

I guess I’m not going to;

Tim Hughes  24:41

You can get in free before 10 o’clock at certain clubs. But back in the day.

Gene Tunny  24:48

I’ve just noticed that there seem to be fewer places with cover charges. I think maybe it’s more competitive now, who knows. Anyway.

Tim Hughes  24:54

We should do some research on that.

Gene Tunny  24:59

So, how I think this plays out in the fuel market with the fuel cycle that goes over several weeks is that they figure out there’s a group of customers who are really price conscious, they’ll buy when the fuel price is cheap, we’ll get them in. So, they’re a group that we can’t really get out. Or we can’t charge the high price to. They are the savvy consumers, they’re like you, Tim. They’re monitoring the, what are you doing? Are you monitoring or not?

Tim Hughes  25:45

Yeah, we’ll go into that in a bit. I’ll let you finish what you were saying. I’ll go into that.

Gene Tunny  25:49

Okay, you’re the savvy consumer. They know that there are some consumers they have to charge this lower price, too. But then there are the less savvy consumers or the consumers with deep pockets who don’t really watch the fuel tank, who aren’t thinking about when should I fill up what’s the optimal time, they just don’t care, there’s a high opportunity cost of their time. And the fuel retailers know that it’s sometimes, we can really charge them the maximum that we can get away with.

Tim Hughes  26:18

So, they are the only ones who are going to be filling up.

Gene Tunny  26:21

So, what they’ve done with this fuel price cycle, it allows them to segment the market into the high opportunity cost people who don’t care, people with deep pockets, let’s charge them as much as we can get away with. And then another market segment; that’s the savvy consumer, the cost-conscious consumer, the consumers who are paying attention to this price cycle, the fuel nerds, they might be monitoring the ACCC website, and the ACCC website is amazing. It has buying tips. I’m going to have to follow this now. Buying Tips, prices are decreasing, but they are likely to decrease further. So, this is what you were saying before, we were at the peak of the most recent cycle, is that right? And so they’re coming down now.

Tim Hughes  27:08

So, it went up to $1.95, which is a peak, is lower than it has been. It was going up to 2.25. That was the peak just a few weeks ago, maybe, one or two cycles ago; the top of it was 2.25. And that’s with the 22 cents cut in in the excise.

Gene Tunny  27:26

Yeah. Okay. And they recommend, if possible, motorists should delay by and petrol until later. I wonder if anyone’s ever complained to the ACCC about their advice. But I guess their advice is based on the cycle, and the cycle is just built in now. Because everyone’s playing the game; all the fuel retailers know that this is in their best interest, all the customers come to expect it.

Tim Hughes  27:48

There’s very little said about it, because it’s just accepted. That’s just how it is, but you can see, when the when the cycle does change. Because it happens gradually, it’ll happen over a seven to 10 day period from the first one you see, changing all of a sudden, that’s 40 cents difference, no one’s going there, it’s empty. So, very few people are going to be at that first one. And then it trickles down over the next seven to 10 days, until the last ones there. And when you get to that pointy end, those last ones normally have quite a few cars in there filling up. So, you can maximize your chances obviously, by keeping topping up or go through.

Gene Tunny  28:29

Yeah, you know, you go through it, but just tell me, did my explanation makes sense?

Tim Hughes  28:37

It did, because it was one of the questions why did they do that? But that made sense as to why they do it because they’re looking to charge as much as they can for those who don’t care as much.

Gene Tunny  28:50

That’s my as to why they’re doing it. It makes sense in terms of price discrimination, which is something you learn about in first year economics or micro economics. It’s a strategy that a firm will employ if it can distinguish different market segments and charge different prices to different market segments.

Tim Hughes  29:12

I guess it’s interesting. I’d like to say I don’t mind it, it’s a bit of a game and you play the game, or you don’t care. And it’s it doesn’t really matter. But I wouldn’t be interested; like my other experience really is in the UK, where I’ve been for longer periods and not noticed the cycles. And I would imagine with anything like this, if there’s a benefit that that will catch on and get done around the world. So, it’s kind of like side thought, but it’s it would be interesting to see if it’s unique to Australia to have this kind of volatility in a four-week cycle, or if that’s common in other parts of the world.

Gene Tunny  29:47

Yeah, I’ll have to look more into it. But it’s my understanding that it is. This is an Australian phenomenon. We’re examining that there might be elements of it in different countries, but for some reason it is baked in here. Our retailers have figured out, this is in our best interests.

Tim Hughes  30:04

Because it’s a big step, I mean, 40 cents out of it. Like, even if we average $2 at the top of the range at the moment, you know, that’s a 20% difference, which is big.

Gene Tunny  30:19

Anyway, okay. I want to hear about how you’re playing the game, Tim. Could you tell us how you’re playing the fuel price game?

Tim Hughes  30:26

It’s great, because technology really helps with this. There are several apps out there, for instance, again, this is Australia. So, for other countries, it’s going to be different. But there are; RACQ have one, there’s another one called fuel track, I think it is. And if you just look up fuel app, you’ll come up with all these different ones. And they will tell you, or you can search your local area to find out what’s the cheapest and you get a good idea as to, once you hook into the cycle, you can start to see when they’re starting to go up. There’s normally a couple of, for instance, here in Brisbane, around Kenmore, there’s a couple of servos there that are like the first to adopt; but that changes around too, you know. So, you can find that where it used to be the first place to go up isn’t always the case, I don’t know how that works. And again, that’s going to be stuff that we may never know about. But it doesn’t seem to be absolutely predictable. 

But what is predictable is once you see one go up. And so, if you can search an area around you and you see the first one go up, then you know you’ve got maybe a week before that disappears out of the realms of being able to get that lowest price. And so, when you know you’re at the bottom of the cycle will you fill up, you know, you fill your car up, and you keep topping it up until the cycle is completely gone. There’s a further thing you can do, which I’ve got, which is from the 7-11 app, it’s called My 7-11. And so, 7-11 and Mobil have joined forces. So, it’s basically a Mobil servo with the 7-11 shop attached to it. And the My 7-11 app allows you to do a fuel lock, which is fantastic. So  So, when you when you know you the end of that, and again, this is a real game, because when you do your fuel lock, it’s locked in for seven days. So, you can do it, but effectively, you’ve got seven days before you can then put another fuel lock in. I did a fuel lock, and it was a long time before it all disappeared. So, I filled up on my sixth day, and it reset. So, it looks like if you do your fuel lock, I might be hard to follow with this. I’ve realized but, if you do a fuel lock and then you buy some petrol. What happens is you show your app and the little barcode of when you did the fuel lock and it’ll lock in the price that you locked in. Then it starts again. So, that seven-day cycle does actually start again. So, you don’t have to wait seven days until you can do your fuel lock again.

Gene Tunny  33:05

Is there a transaction fee if you’re locked? Do you have to pay for fuel lock?

Tim Hughes  33:09

No, nothing. So, it’s really good. So, obviously, if you don’t use a full tank in those seven days, you stretch out until the seventh day, you’ve got a time on your fuel lock, which says it’s only up until this point. And then you can go to a 7-11 or Mobil station, fill it up and show them that fuel lock barcode on your app, and it’ll charge you, so for instance, instead of paying $1.95, I paid $1.55 for the tank full I got yesterday. There’s one little tip there, which I got wrong. The first time I used it is you have to specify what kind of fuel you’re going to use. So, I just had unleaded and I filled up with the 10 and they wouldn’t honor it because you can only do it for the fuel lock of the fuel that you’ve locked in anyway. Nerdy stuff but you can get you can get another week’s worth or another full tank of discount fuel once everyone else is paying top dollar.

Gene Tunny  34:12

Yeah, so tell me about that. I mean, you’re not going to get from trough to trough of the cycle with one tank of fuel, are you?

Tim Hughes  34:21

It depends what you do, what car you’ve got. And for me, I use about a tank full of fuel every week. I do a lot of running around. Like for you, you’d be okay.

Gene Tunny  34:32

I Hardly use any;

Tim Hughes  34:36

But you don’t do a lot of driving with it. So, you probably fall in the category where you don’t really care because you don’t use much anyways. You just get fuel when you need it. Yeah, but using a tank a week with a lot of running around, it makes a big difference. So, I never pay top price. And so, the rest of my strategy, I’ll just finish my thing there. So, I’ll do that, I’ve filled up at the cheapest, I’ve put my fuel lock on, or go for another week, and then fill up again at the last opportunity, either the weeks running out, or I’m running out of fuel, fill up again. And then you run that all the way down. So, you basically run that extra tank out, by which time, more than halfway through the next cycle. So, you should be heading towards a reasonable price anyway. And at that point, you just put in 20 bucks, $30 at the most to top up until it gets to the bottom of the cycle, then you fill up and go through it all again.

Gene Tunny  35:30

Yeah, I find it interesting that they don’t charge you for that privilege of having fewer lock, because if you think about it, there’s a correspondence to something in financial markets called a call option. Okay, so this is the Investopedia definition, a call option is a contract that gives the option buyer the right to buy an underlying asset at a specified price within a specific time period. So, you might have a call option on a share. Now they’re giving you something of value and you’re not paying for it because you got the right to buy that; maybe they figure out some people are going to make the wrong call. Or it’s a way of them segmenting the market even further, because they realize it’s the real savvy, the super savvy customers who are going to fuel lock, that will do enough research to figure this out. And yet we know we can’t rip these guys off.

Tim Hughes  36:35

Well, it’s an interesting point and they’ve obviously got reasons for that one of it. One of the reasons with 7-11 is that you have to go in their store, which is effectively a 7-11 shop, to pay for your fuel, and they have all these other rewards and incentives for you to buy stuff in there. So, the more often they can get you into that shop, the more often they can get you to buy things from them.

Gene Tunny  37:00

So, they’re hoping you get the connoisseur cookies and cream ice cream?

Tim Hughes  37:04

That’s just a rumor, Gene. That wasn’t real.

Gene Tunny  37:06

that was stuck. At 7-11.

Tim Hughes  37:12

They had this brilliant thing with a $2 Pies sometimes ago, which were okay. But yes, so there’s other incentives and other marketing schemes for doing that. And I think 7-11 is one of those that doesn’t take part; my understanding is they don’t take part in an ongoing rewards offering. So, for instance, part of my strategy is using Puma for that interim time. So, once I’ve used my fuel lock, when I get my fuel from that point onwards, I go to Puma, because I can use my RACQ card and I get four cents off a liter, so that drops it down again. This is another retailer, so, my understanding is I don’t think there’s one out there for Mobil. And so maybe they just sort of, like balance that out with being able to offer fuel lock, but they don’t do the four cents off. Because that’s another point worth making in my world of fuel nerdery that there are certain ones; the Woolworths one I think is one, I haven’t checked that, but you get four cents off for having rewards card. I think it’s Caltex that are linked with Woolworths, and you get a further four cents off if you spend $5 or more in store. But normally, that sort of, doesn’t pay out whenever you have to buy something in store, the elevated prices of whatever you’re getting in store normally, cancel out any kind of financial advantage of having that four cents off a liter. So, the little things like that play into it and it was funny. 

One of the things we did mention so through all those cycles, occasionally you get somebody who sticks out as not playing the game. And here in Brisbane, there’s one that I know of, which I have used if I’ve run out of fuel. And if the false sense of Puma is still higher than Keith Mackay at Red Hill, who does his flat, he has a flat level price that he tries to change very infrequently. And so sometimes, he’s for instance, is $1.79 At the moment, so he’s a good 16 cents less than most. And so that’s the place to go for fuel if you feel conscious and having to fill up at this time. So, I want to give a shout out to Keith Mackay for sort of, being an independent out there. 

Gene Tunny  39:36

What’s the problem? I mean, because it’s on a busy road and not everyone’s going on Waterworks road, you sort of, have to be going past Keith’s place for it to work for you to get there. Is that right for it to be economic for you or optimal? No, for anyone else?

Tim Hughes  39:52

For anyone, you have to go in person. You have to be going the right direction for that particular, I guess is the same for a lot of all analysts shorter corner. That’s pretty much the same for anybody getting fuel. If you’re on the wrong side of the road, you’re not going to go there.

Gene Tunny  40:06

But there are fewer servos here in Australia than there were 20 or 30 years ago. That’s a fact. I mean, I remember seeing a chart and in an ACCC report years ago when I was in Treasury, and I think, I don’t know the exact numbers, but at one time, there would have been 15,000, maybe, and then it’s well below 10,000 now, in terms of retail outlets in Australia.

Tim Hughes  40:29

Well, we can get onto that in a sec, because I imagine will change with part of the landscape, moving towards EVs that’s going to be impacted, massively. 

Gene Tunny  40:41

Oh, yeah, well. That’s right, all of that space that’s currently devoted to petrol stations to their forecourts, we may not need that anymore but let’s see. We should move on to that. Because we’ve had a good 41 minutes or so, so far of chat. So, we’re going to get on to EVs, which was one of the key things you’re interested in. But that fuel price cycle stuff, that’s fascinating, isn’t it?

Tim Hughes  41:09

Yeah. I just want to add with Keith Mackay, his main gig is tyres, which I think, he’s not there as a fuel guy. But it’s interesting and nice to see that somebody isn’t affected by the, the cycle as much or as standing up to the cycle and just sort of, leveling out.

Gene Tunny  41:27

Yeah, so it sounds like he’s willing to; he wants to offer a service to people in local area. He’s not as motivated by profit as a lot of the other retailers, or maybe he’s trying to profit in another way.

Tim Hughes  41:44

I think it’s his main gig. So, it’s just part of what he does, but like, it’s not a main one. But we’ll have to get Keith on here one day to explain.

Gene Tunny  41:53

I’d be interested in his logic and also, what does he think of this whole fuel price cycle? How does it work? Does he have any insight? We’d like to know. 

Okay, we’ll take a short break here for a word from our sponsor.

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Gene Tunny  42:38

Now back to the show. 

We better move on to EVs, Tim. Okay, so you had some questions about EVs. So, do they reduce greenhouse gas emissions? I mean, it’s a key one. 

Tim Hughes  42:53

I think what it was is like, looking at the whole process, from the making of the EV, to any waste products to them, the end life of an EV. So, the amount of, lithium being one, there’s a lot of resources needed; a lot of resources that go into making an electric vehicle. Yeah, they still have to be dug out of the ground, like, you know, 200 kilos of

Gene Tunny  43:19

Copper too, it’s got copper in there?

Tim Hughes  43:23

Yeah, I’ve only seen this from one source. So, this is unverified and people will know far more about it than I. But clearly, there’s an environmental cost of building an electric vehicle. There’s an environmental cost of running an electric vehicle; obviously we’ve discussed, you know, the fuel source of producing that energy, and in this transition phase, and that’s going to be coal or gas, or whatever, it may be some, you know, part of it would be solar or clean, but certainly not all of it. We’re not there yet with that capability. 

I imagined that the future, ideally, would be a point in the future where we can do all of our electricity needs, and including the ability to power electric vehicles from clean energy. So, that I imagine is, you know, that’s a worthy place to head towards. And that transition phase is going to be a certain period of time where we do need fossil fuels of some sort, like coal and gas or whatever to get us to that point. And that infrastructure is going to change massively in that period of time.

Gene Tunny  44:26

Yeah, okay. So, just on EVs, I think it’s difficult to say but all of the credible studies I’ve seen suggests that they do result in lower emissions and then, they’re better for the environment than petrol driven vehicles. I think we can confidently say that. 

There’s a Queensland Government website shifting to zero emissions vehicles. I’ll put a link in the show notes and it says across Australia, battery electric vehicles, so, your Tesla’s, emit on average, 29 to 41% less lifecycle emissions than a typical fossil fueled vehicle for every kilometer driven in Australia. And then the extent to which electric vehicles can lower emissions varies depending on which state and territory you live in, much depends on how much electricity is generated from renewable sources, such as solar, wind, and hydro. So, my interpretation of less lifecycle emissions means that they should have taken into account the manufacturing process, but look, that’s not guaranteed. So, I’d have to dig more into their sources. But I’d be fairly confident in saying that they’re better for the environment than petrol powered vehicles, I think that’s pretty clear. The problem is that they’re still so costly, and they’re just not economic for most consumers yet.

Tim Hughes  45:45

Yeah. And the thing is also that we would hopefully become more efficient in the manufacturing of electric vehicles, you know, in the manufacturing of batteries, and the disposal of batteries and other parts of that whole process when it comes to it.

Gene Tunny  46:03

I think all those costs are coming down. Before battery technology, I don’t think it’s improving fast enough. Maybe it is for cars. But one of the issues with batteries is that we really need them to back up the electricity grid, we really need them to be able to absorb the solar energy that comes during the day, and then allow us to power the country during the peak periods. That’s one of the big challenges we’ve got at the moment. I mean, we need more Tesla power walls, and we need big sort of, batteries across the suburbs. Really, we need big Tesla Powerwall type batteries in local areas.

Tim Hughes  46:50

And the charging time as well. Obviously, when you fill up with fuel, it’s relatively quick, five minutes and you normally done; 10 minutes tops, if you’re getting a cookies and cream connoisseur from the freezer. But I know I’m fully behind this move towards greener energy. And I think it’s really exciting to see how quickly it’s moving. But it’s that transition phase we’ve mentioned, which seems to be happening organically anyway, because it appears that people are able to charge EVs at the moment and that sort of, they’re selling more EVs. So, it seems to be the way this is happening, you know, appears to be working, but for everyone to be expected to have an EV or the majority of people. Clearly the infrastructure is a long way from being what it needs to be.

Gene Tunny  47:43

Yeah, we could talk about that in a minute. So, just on this is happening quickly. Look, the growth rate is, is high. I think they’re growing; I don’t know 200%. EV sales have grown by some really high rate over the last few years in Australia. But, so in the first half of 2021, there were 8,698 EVs sold in Australia. That compares with 6900 EVs sold in 2020. I think a stat I saw was that there’s been 40,000 electric vehicles sold in Australia since over the last 10 years or whatever the period was. But look, we have to compare that with 20 million registered motor vehicles in Australia, right? So, it’s really small relative to the total stock. It’s going to take a long time, decades for EVs to become the predominant vehicle type in Australia. And we’re actually a global Lagarde. This is according to a Grattan Institute report. The Grattan car plan Australia is a global laggard on electric vehicles. So, electric vehicle sales as a proportion of new vehicle sales in 2020. Australia was 0.78%, United States, 2.3%, global average 4.2% China 6.2%, Sweden 32.2%, Iceland 45%, Norway 74.8%.

Tim Hughes  49:15

Iceland makes sense. So, because small place, they can be far more agile with this kind of infrastructure and technology. And the energy that they have at their disposal with geothermal energy is just enormous. I mean, that just drill down and away you go.

Gene Tunny  49:31

Well, that’s better as a renewable, is it renewable, or whatever it is. I mean, it’s greenhouse friendly. It’s better for the environment than fossil fuels. But that’s a more constant source of energy, isn’t it? than say, wind or solar, the problem we’ve got is, the renewable energy sources, we’ve got are intermittent

Tim Hughes  49:52

Yeah, and the geothermal, from what my understanding is very stable and it’s 24/7.

Gene Tunny  50:00

Yeah, I need to get an engineer on here to explain it all. But this is a challenge with trying to understand what’s going on and this whole debate. There are all these engineering issues and scientific issues that it’s challenging for any economist to comment on.

Tim Hughes  50:17

And also, after so with Iceland, they do have the possibility of something cataclysmic happening as well over there. I think anywhere where you’ve got geothermal availability, you’ve got the possibility of something crazy happening.

Gene Tunny  50:30

And I think the fact that it’s a small place to means they don’t have that range anxiety, which is a big issue in Australia, where you could be driving hundreds of kilometers to your next destination, particularly if you’re in the outback. Or if you’re in regional Queensland and New South Wales, you might have to travel 200-300 kilometers to the next town. And you’d probably rather have a petrol driven vehicle with a big tank than an EV which, I mean, what’s the range? Is it 300 kilometers maybe? I’m trying to remember; I hope to look it up. But I know that’s an issue here in Australia. I know that EVs are getting better at that. But there are some people still are concerned about whether they can go the distance, so to speak. But then look, Norway is a big place and they seem perfectly comfortable. So, they’ve obviously set themselves up well, with the necessary infrastructure.

Now there are two more issues I want to chat about, because we’re sort of, approaching the time limit. You want to talk about how much more energy is required? There is just quite a bit more. There was a report in Drive Magazine that suggested that it could be equivalent to 12 million more houses. So, like one new electric vehicle is equivalent to a house. And I was struggling to find a good figure for the proportion of electricity that’s consumed by households compared with business and industry. But it’s going to be a fraction of the title. So, it’s not as if we’re going to double the amount of electricity needed. But it could be 50% or something. Yeah, I think it’s probably Yeah, maybe 30 to 40%, I think I saw an estimate. So, we’ll need 40% More energy, electricity. And yeah, the challenge is that at the moment where we’ve got all of this coal fired power stations that are retiring or projected to retire over the next two decades, and we’ve got a challenge, just replacing that capacity with renewables. And doing that in a way that we don’t screw up the liability of the energy system, where we’d end up having blackouts and all that; we need to avoid that with the firming with the battery power. If battery technology gets cheap enough that everyone can have a Tesla Powerwall, or whatever the competitor’s product is, if we can have grid level storage, big batteries dotted around the suburbs, or if we have more pumped hydro, that’s a challenge because environmental considerations, raising dam walls building new dams, I mean, that’s, that’s not going to be popular.

Tim Hughes  53:16

All comes back to energy at that every point really, isn’t it? We’re going to get our energy from and what’s the most efficient and clean way of getting that energy? And to be able to increase the capacity.

Gene Tunny  53:28

But we do need more, we’re going to need more energy for EVs. The authorities are aware of this. So, the Australian energy market commission published a paper in 2020, that dealt with this issue. And I’ll put a link in the show notes. They had a paper integrating electric vehicles into the power system. And its press release to the AMC says Australia needs a forward-thinking plan to get the energy system market ready for an electric vehicle future. Now, are we going to get that forward thinking plan? I don’t know. We’ve had a lot of problems in Australia getting an energy policy that makes sense; that sensible that everyone agrees on. I mean, we’ve had the climate wars, the big debates over climate change policy. This is going to be a big challenge. But look, people are aware of it. They know it’s an issue. There’s an issue with apartment buildings for sure. So, in that drive magazine article I mentioned, electric cars could have big impact on Australia’s energy supply. They quote this Mark Hartje, who’s CEO of charging installation company, Harman electric. His business regularly encountered developers who are unaware of the demands electric car charging good place on energy supply. One of the issues in this building we’re working on is the amount of power they have available. It sounds like a lot, but it’s running lifts, a lot in aircon, so the building doesn’t have the capacity to provide any more energy and we could burn the substation down. So, not good. 

So, he claimed the risks are high developers and body corporates were dealing with don’t really realize it’s an issue until we tell them. It will be like the pink bats cladding issue, once a couple of buildings go up in flames, they’ll do something. And then what he’s saying is that as a result, our chargers have automatic load management. So, if demand gets too high, like when all the air cons on the Chargers will throttle back, how we notify owners, we’re still not entirely sure about I think what he’s saying is that, yeah, basically what’ll happen is if there’s always EVs getting charged the system, there’s some intelligent system that is, an IT there that will just throttle, that turn the power down. So, it’ll shut down some of the EVS or the charging or shut down some air cons, or they’ll have to manage that it’ll cause all sorts of problems.

Tim Hughes  55:55

And, of course, this is a problem that’s not currently there. So, it’s, like, you know, the general population, we’re not great at dealing with new problems, like we, you know, like things to get easier and better. So, it is, I mean, I can only feel that whatever these issues are, that they will get sorted out, you know, it seems to be that we’re on this path towards electric vehicles. And, you know, we’re moving fairly quickly in that way, even though those percentages that you talked about are really very small. Well, percentages of how many electric vehicles we have actually have here. It’s not a lot. So, like, we’re massively predominantly having fuel driven cars. But the changes that we’ll need to make, I mean, of course, all of this stuff doesn’t happen with everything in place, you know, like it evolves and the challenges get met along the way. So, clearly, there are some big challenges here. And I’ve got no doubt that they’ll get met, which will be really interesting to sort of, see, because there will be some challenges, as we’ve outlined, with getting these EVs powered for everybody.

Gene Tunny  57:04

Yeah, and bringing them down. So, they’re cost effective, and people can purchase them. One of the challenges, or one of the reasons that they’re so expensive, is that these companies are making the EVs are trying to recover all of the R&D that they’ve spent developing the EV.

Tim Hughes  57:22

The last two years have been felt, of course, with supply of any new vehicles. That is still getting caught up with that.

Gene Tunny  57:30

Title mess, supply chain problem;

Tim Hughes  57:33

It will be really interesting to see how this changes and just want to briefly mention on that, like, we’re talking about the infrastructure changing. And the amount of fuel stations that there are here at some point, those fuel stations just become charging stations, then that infrastructure doesn’t necessarily change too much, but they’re just going to be selling, because they’ll have to sell it at that point to recharge, you’re not going to get free electricity to charge your EV as an ongoing basis. I think that’s just a bit of a perk to get people. Right. So, Tesla are doing it’ll happen at some point. That’s not going to continue. 

Gene Tunny  58:10

Well, if you’re offering that if you’ve got your recharging station, then that’s taking up land. And yeah, you’ll need to;

Tim Hughes  58:16

Somebody’s got to pay for that, no matter how its generated. But I’m sure it’ll get worked out. But it’ll be interesting to see how all of all of this unfolds.

Gene Tunny  58:25

Exactly. Okay. Just one more thing. One of the issues that economists are thinking about at the moment is, as we move away from petrol driven vehicles, we’re going to get less revenue from fuel excise here in Australia. So, that’s currently bringing in, well, before we cut the rate temporarily, I think it was running at about 10 billion per annum or something like that. I mean, it’s, it’s a big amount of money. I’ll put the exact figure in the show notes; might be 11 billion, there was a great article by John Freebairn an economist at University of Melbourne. What is petrol excise? And why does Australia have it, anyway? I’ll link to that in the show notes. 

So, there’s a big debate about well, how do we make up for that revenue? Should we have an electric vehicle tax, as Victoria has implemented? There’s currently a high court case on that. I think the Commonwealth is taking them to court and say no, we don’t want you to have that. That’s not the right way to go about it. And where economists are going is that, that’s probably not a good idea. Because at the moment, we want to encourage people to take up EVs. So, you don’t want to go and tax them. But there is a legitimate debate about how we charge for the use of roads and the damage that’s done for roads and the fact that roads can be congested at times. So, there’s a big debate about road user charging. And so there’s a lot of thinking going on about that. And that’s something I’ll try and cover with Marian Terrell from Grattan Institute in a future episode. She’s written a great piece in the financial review this week on that. She’s opposed to that EV tax in Victoria as I am, I think we should take the opportunity to think, more laterally; think about what’s the appropriate way to pay for the roads. And so, what John Freebairn writes in his article is that in an ideal world, we would charge explicitly for road use pollution and congestion in the cities during peak hours. Fuel excise is an increasingly inappropriate way of charging for road use. Because more and more cars, including hybrids are using less fuel per kilometer, and some, including all electric vehicles are using none. So, look, I don’t know how we do this, we probably need some sort of, chip or tag to keep track of you. 

And then the one of the ideas is that on a really congested road, you could charge people if they’re driving on that road. You know how there’s the congestion charge in London? I think we were probably talking about that before you got standby. 

Consider a London and getting the thing. Yeah. So, yeah. So, there’s a lot of thinking going on about what’s the right way to charge for roads. So, I’ll cover that in a future episode. Does that makes sense because we are losing fuel excise and a lot of people will point to the fact, that’s partly paying for the roads well sort of, I mean, it goes into the big pot of money. That is a whole bunch of things. Money is fungible that. Okay, it’s a legitimate thing to be to think about that. Yeah, we’re going to be getting less revenue to pay for services, including roads, goods and services.

Tim Hughes  1:01:53

Because it gets complex, doesn’t it? Like HGVs and obviously, you know, different size vehicles and heavy vehicles, potentially do more damage to the road. 

Gene Tunny  1:02:07

There’s a system for charging heavy vehicles. We’ve got that. Yeah. 

Tim Hughes  1:02:11

So, it makes sense that it would be done on a per kilometer basis. I don’t know. I mean, I’m also in favor of less, certainly personal tracking, you know, over the last two years, the whole of the pandemic and throw no liberalism and freedoms. That’s another conversation as well. I think it’s really hard to give up ground on personal movement and you know with your vehicle, although that would be the fairest way. If you travel a kilometer, you pay X amount per kilometer.

Gene Tunny  1:02:43

Very good, Tim, I should have thought about myself. As someone who just went to the Friedman conference, in July in Sydney, as someone who’s had a long-term association with center for Independent Studies, which is a great proponent of liberty in Australia. I think I should have thought of that point myself. It’s a very good point. I mean, it’s tracking to be able to implement this road user charging system, you need to have some way of tracking people as they drive. 

Tim Hughes, we better wrap up. Any final words before we close?

Tim Hughes  1:03:12

No. Just that it’s a fascinating subject that I know a lot of people talk about, it comes up in conversations everywhere. We’ve done just a broad overview of this, to the best of our knowledge at the time, but these are individually little areas that we’ve talked about, that will dive deeper with industry representatives, or colleagues or people.

Gene Tunny  1:03:35

And experts, yeah. I’ll try and get some EV experts on charging the energy network. Because, there’s so much complexity here, you almost have to be an engineer, an economist, a philosopher in a way as well, to try and grapple with these issues.

Tim Hughes  1:03:51

And as a consumer, you sort of, like, see this unfolding. And it is really interesting. And my driving principle, for me, personally, is about, you know, the environment and what’s best for the environment. So, I’m interested to see that discussion further, with the greenest possible solution to how we move from A to B and back to A again.

Gene Tunny  1:04:13

Okay, so long as it doesn’t cost us too much. We want it cost effective, but, we want to look after the environment, that’s right. We want to make sure it’s done in the most cost-effective way. We want to minimize the pain going forward. 

Tim Hughes  1:04:28

It’s got to be practical, you got to be able to do it, you know, like the green options now, which is to walk or cycle, you know, but that’s not practical for me to by the time we get to work, I’d have to turn around and go back again. 

Gene Tunny  1:04:41

All the way was set up as cities. We’re all living in these big cities, and we’re all time constrained. Yeah. 

Tim Hughes  1:04:48

So, the overriding principle for me anyway, like is, what’s going to be best for the planet in our hippie at heart, and, but you got to be realistic as well. But I’m excited because that’s the way that EVs seem to be heading. And that can obviously be tweaked and fine-tuned to be better and better and more efficient and less impact on the environment as we move ahead.

Gene Tunny  1:05:13

Okay. Tim Hughes, is it’s been great chatting with you. We always enjoy our conversations. I think you’ve raised some really important issues here. And yeah, really enjoyed our conversation. And we’ll try and get some experts and other industry people on in the future and we can have a further chat with them. So, thank you. 

Tim Hughes

Thanks, Gene.

Gene Tunny

Okay, that’s the end of this episode of Economics Explored. I hope you enjoyed it. If so, please tell your family and friends and leave a comment or give us a rating on your podcast app. If you have any comments, questions, suggestions, you can feel free to send them to contact@economicsexplored.com and we’ll aim to address them in a future episode. Thanks for listening. Until next week, goodbye.

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