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April 15, 2024 Charts

S&P/TSX E&P Index hits its highest since 2014; Natural gas futures remain in steep contango; US natural gas production down amid low prices

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Oil and More Turmoil: An Interview with Raoul LeBlanc, S&P Global Commodity Insights


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The threat of a wider Middle East war is increasing. Over the past weekend, Iran attacked Israel with missiles and drones in retaliation for Israel’s suspected strike on Iran’s embassy in Syria. This week, our guest, Raoul LeBlanc, Vice President, Energy, S&P Global Commodity Insights, explains why oil prices have increased over the past few months, including the impact of the growing conflict in the Middle East, OPEC+, and US shale oil growth. 

Jackie and Peter also asked Raoul about recent research by Prof. Robert Howarth from Cornell University. The paper, which has not yet been peer-reviewed, concludes that US LNG could be comparable to, or even worse than, coal from a GHG emissions perspective when methane leaking is considered. A BNN article reported that Howarth’s paper influenced President Biden’s pause on LNG approvals.  

Finally, Raoul explains the drivers for US oil and gas producers’ recent mergers and acquisitions (M&A) and if this trend could come to Canada. 

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LinkedIn: @ARC Energy Research Institute   

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Episode 237 transcript

Speaker 1:

The information and opinions presented in this ARC Energy Ideas podcast are provided for informational purposes only and are subject to the disclaimer link in the show notes.

Speaker 2:

This is the ARC Energy Ideas podcast with Peter Tertzakian and Jackie Forrest. Exploring trends that influence the energy business.

Jackie Forrest:

Welcome to the ARC Energy Ideas podcast. I’m Jackie Forrest.

Peter Tertzakian:

And I’m Peter Tertzakian. Welcome back. So, Jackie, we are recording on the eve of the federal budget.

Jackie Forrest:

Yes. So tomorrow, Tuesday, will be the budget 2024. We will talk about that next week.

Peter Tertzakian:

Yeah.

Jackie Forrest:

So next Tuesday, tune in and you’ll get our view on the Canadian budget and especially as it relates to energy.

Peter Tertzakian:

Yeah. And we don’t have any spoiler alerts in terms of knowing what’s going on, so stay tuned for that.

It is also the day after a disturbing weekend, where events in the Middle East have taken a turn for the worst. A swarm of drones and ballistic missiles were launched from Iran against Israel, and that tension escalation was already priced into a barrel of oil. Barrel of oil had gone from $75 to $85 in the span of a handful of weeks in anticipation of these escalating events.

So, the price of oil hasn’t moved, Jackie, and we’re going to talk about that, but I think the event, just in advance of the ballistic missile launches, was this seizing of a cargo ship in the Straits of Hormuz, an Israeli owned ship in the Straits of Hormuz. Prior to this, the seizing of ships has been on the Red Sea side. But the seizing of a ship right at the mouth of the Straits of Hormuz, where 20% of the world’s oil transit, I think is an understated event in terms of its potential implications because if the theater of military action and just tension in general goes over to the Straits of Hormuz, and if, for whatever reason, those Straits are blocked, it will definitely have a major impact on the price of oil. It has major impact on energy security.

I think there’s a whole other podcast where I will reiterate how vulnerable Canada is to such an event because we don’t have an SPR. We’re one of two countries, the other being Norway, in the Western World that chose not to build a Strategic Petroleum Reserve. We are extremely vulnerable, and I want to come back to that. And we’re going to be monitoring this situation very carefully.

But in terms of understanding the implications of what’s going on in the Middle East, this rise in the price of oil, we have brought on an expert, a very special guest. So, Jackie, I’ll leave it to you to introduce someone you’ve worked with.

Jackie Forrest:

Yes, we want to welcome our special guest, Raoul LeBlanc, Vice President Energy, S&P Global Commodity Insights. And I worked with Raoul prior to joining ARC, so I’m excited to have him on. He goes deeper in the analytics than anyone else I’ve met in this business, and I always learn a lot from talking with him. So welcome. And also, when we worked together, you were in Houston and now you’ve moved to Calgary.

Raoul LeBlanc:

I am a Calgarian now. That’s right.

Jackie Forrest:

Yes.

Raoul LeBlanc:

I married a Canadian woman that you also worked with, Jackie. And I’m real happy to be here. I’m loving Calgary.

Peter Tertzakian:

Great, great. Well, maybe tell us a little bit about yourself for the benefit of our audience-

Raoul LeBlanc:

Sure.

Peter Tertzakian:

… and how you came to be so passionate about oil.

Raoul LeBlanc:

It’s really kind of interesting. It was a situation of adaptation to failure maybe, but I was an English major and then I was a teacher. And then I went to graduate school with the full intent of getting into a specific program within the graduate school. And they said, “No.” Well, that’s the reason I’m here.

And so, I started looking around within the graduate school and it was an international study school, and they just started a program called Energy Environment Science and Technology. So, I was taking courses around, and I took one course on energy, and I was hooked. I was hooked for life. Because really, I’m a generalist, and to me, energy is this giant jigsaw puzzle that has technological, economic, political, social implications. And I loved that and love trying to put it together. And I feel like I dodged a bullet by not getting in the program because I would’ve been pretty unhappy, I think. And I’ve loved my job ever since. I’ve done everything from M&A at an oil company on through to machine learning, but mostly I have been a storyteller. So, trying to put the research together and convey it to very smart people who just haven’t had the time to study like I have. And so, my background as a teacher, I wound up sort of in a similar role.

Peter Tertzakian:

Wow, fantastic.

Jackie Forrest:

Yeah, different background, and that’s why I think you come at things differently. Well, lots going on today in energy, but we want to talk a bit about oil markets. As Peter talked about, oil prices are up about $10 in the past month, and he was quoting WTI Price at around 85 now. Tell us what has caused the price to strengthen. And I’m interested obviously with what’s going on in the Middle East, why didn’t price move and how much was already built into the price because of the Middle East tensions?

Raoul LeBlanc:

Right. So, when I look at the oil market, we studied it very intensely, our view for this year was, wow, the non-OPEC supply, which is quite robust, it was going to overcome a relatively weak year. As it turns out, first of all, demand is actually doing quite well, thank you very much. Okay, so demand is outperforming. And there’s this big sort of narrative out there between the IEA on the one hand and the OPEC on the other side. And it’s turned a little bit into an ideological battle in our minds because both are sort of talking, quote-unquote, “Their book,” with OPEC suggesting a very large growth in demand while the IEA has something significantly lower. And so, it looks like it’s tending toward the OPEC number right now. So, first of all, we’ve had the demand go up.

On the supply side, I think the non-OPEC supply is relatively on track. You had some problems with weather-related events in the first quarter. That took a bunch of barrels out of the market. But you got to say, OPEC, for all its dysfunction, is doing the job on holding a line on this. So, we haven’t had the kind of builds. That’s what markets really look at every week is they look at how much is going into inventories, whether it’s measurements from planes or satellites, or the US number, they look at those numbers. And the builds haven’t shown up. So, they’re doing that.

At the same time, you get a ratcheting up of these Middle East concerns. Our view has been the Israeli-Palestinian conflict, it’s a real problem because it appears intractable, right? There’s no easy solution there. And that’s a terrible thing. From an oil market point of view, it really doesn’t have much impact. And our view has been, we’re looking for a couple of things that would have an impact. Number one is Straits of Hormuz. I’m glad you brought it up, Peter. That is a physical deal that’s big. All of the Yemeni attacks on the shipping, they just rerouted things. Okay, so you take 15 days and now you have 15 days more oil at sea.

Peter Tertzakian:

To go around the Horn of Africa.

Raoul LeBlanc:

To go around the Horn of Africa, but it’s not a real loss of supply. It’s a temporary deal and they’re showing up. So, the other thing we were looking for was an attack on the Saudi loading facilities from some sort of rocket attack. If you saw physical damage there, that would be a big deal.

Peter Tertzakian:

On the Western side, on the Red Sea?

Raoul LeBlanc:

That’s right. On the Western, that’s right. On the way to the Suez Canal. So that was an area that was kind of vulnerable. So, you’re looking at that and saying, “But we haven’t really seen those.” But now this might change of course with the events of the weekend.

The other thing I’ll just point out is one thing we think was important was the Ukrainian attacks against Russian oil infrastructure. Now, so far, they’ve been targeted on refineries. But in effect, because refining capacity is tight and because of the sanctions being moderately impactful, an attack on Russian refining capacity ends up to have a deleterious effect on Russian oil exports. And that’s what people heard about.

Peter Tertzakian:

I heard of something like 700,000 barrels a day, almost. 6, 700. It’s a large number.

Raoul LeBlanc:

It’s getting up there. And the Russians have some ways, but they don’t have a lot of ways in the Russian system to move oil around. It’s not like, “Oh, we get attacked in the Black Sea and we can just shunt everything up to the Baltics.” Everything was kind of operating. There’s not a lot of optionality in that system. They’ve not built a lot of optionality, which showed up in spades of course on the gas side when they stopped selling to Europe and frankly Europe survived. And now they don’t have a place to sell a gas because they don’t have the capacity.

Peter Tertzakian:

Yeah. So, I want to come back to Jackie’s question and understand the premium that is built into a barrel of oil today, the price of a barrel of oil. So, if we contrast, say, I’ll call it world peace scenario, which seems highly unlikely, where the Ukraine situation is resolved, the Middle Eastern situation is resolved, and what the price of oil would be then versus the $85 WTI or even $90 Brent, what is the premium that is built into this geopolitical uncertainty?

Raoul LeBlanc:

Yeah, we would argue there’s not an enormous disruption built in there. It’s not as if the market is assuming that there’s going to be an all-out regional war. If there is an all-out regional war, you’ll see a very significantly higher premium.

Peter Tertzakian:

So, what you’re saying then, the discussion of the Russian situation and other situations is that the rise in the price of oil by $10, which is quite significant, is not just because of the Middle Eastern situation?

Raoul LeBlanc:

That’s right. It’s not. It’s actually due to fundamentals being pretty good. It’s not just the anticipation that something’s going to go wrong and there’s going to be a supply emergency. Because remember what’s interesting about this, and one reason I think that we’re not building in a big political premium is we have an enormous amount of spare capacity. Because of the OPEC, consistent OPEC cuts over the last couple of years, we have a lot of capacity on the sidelines that people feel could come in. Now, will OPEC bring it in? That’s a whole other question. But I think helping to restrain prices.

Now, interestingly enough, just to throw it out there, when it comes to, say, North America, one of the things that also the market is thinking about it..and I believe price formation is really critical. Because we’re all throwing around these numbers and we all have in our brains that, “Well, at this level of fundamentals, the price ought to be X or ought to be Y.” And so, part of that is based on, well, how’s the price set? And from 2013 to about 2020, I would argue the US shale, the Canadian shale to some degree, but mostly the US shale was incredibly responsive, it was elastic, price went up, and these guys went… In fact, at $55, they went, and they flooded the market. Well, we know that has changed.

Peter Tertzakian:

Much tighter market.

Raoul LeBlanc:

Much less responsive. And so, one of the interesting things here is you look at that market and you say, “Well, $85 looks really good.” We had last year when we didn’t even have $85, and the US grew by a million barrels a day. That’s a very significant number. What’s going on there? So, the US is less responsive these days. At any price, it’s going to deliver less than it would’ve in, say, 2013 to 2020 when it was going crazy. So, you have a more moderated system. The Ukraine event came along, and prices were very high. Remember they went up to 100, 110, 120. And if you look at the response of the US shale producers, you saw something really interesting. You saw a huge bifurcation between the publicly listed of companies who really stuck to their guns. And I remember I was at CERAWeek-

Peter Tertzakian:

In other words, they didn’t-

Raoul LeBlanc:

They didn’t take the bait. In their mind, they didn’t-

Peter Tertzakian:

They didn’t send the drilling rigs out?

Raoul LeBlanc:

That’s right. They didn’t send the drilling rigs. They didn’t say, “Okay, bam. We’re going crazy.” And it was really interesting because I was at CERAWeek and the US government was there. And I got to tell you, the US government was hammering these companies, “Why aren’t you doing anything?” And they said behind closed doors, “This is not our problem.”

Peter Tertzakian:

And I’ve seen this movie before.

Raoul LeBlanc:

And I’ve seen this, yes. And so, in public now, they feel like the sober one, they feel like they passed the test in 2021 and 2022 that was my high price test. I did not take the bait. I did not go for this and blow my brains out and do this. Now what is interesting is that the privates did. The privates went for it massively. In fact, if you look at the top 10, the US went from its pre-pandemic level, right? It fell off a cliff and then it worked its way back. If you compare the pre-pandemic, by the time it worked itself back, what you saw was something really interesting. Of the 10 companies that had more production last year than in 2019, so comparing two times, seven of them were private.

Peter Tertzakian:

Right.

Raoul LeBlanc:

And only three companies, only three listed companies were at their pre-pandemic level.

Peter Tertzakian:

Right.

Raoul LeBlanc:

That’s crazy.

Jackie Forrest:

Well, let’s come back to that. There’s a lot of stuff there. The demand is part of what’s helping. But what those helping is almost over two million barrels a day of OPEC plus cuts.

Raoul LeBlanc:

Right.

Jackie Forrest:

Now, OPEC makes those cuts because I think they feel confident that they’re not losing market share. Because back in 2015, and again, right, prior to COVID, OPEC got a little uncertain around that. They didn’t like the US growing too much and they flooded the market. We know even in recent memory that they can change their strategy. Last year was a bit of surprise because the US was actually producing more oil, adding more oil than people thought.

Raoul LeBlanc:

Yeah.

Jackie Forrest:

They grew over a million barrels a day. And this year most analysts expect that they are not going to grow as much, but if they do grow as much, OPEC may start to get a little uncertain about their strategy of cutting their own production only so that the US can grow and take their market share. Are you concerned by that? And I’d just be interested in your view, S&P’s view on growth this year, and why will it be less when you consider last year surprised us?

Raoul LeBlanc:

As I say, knock on wood. We were on the very high-end last year and we got a lot of pushback on our US growth estimates. We started the year saying US was going to grow very significantly. I think we’re at seven or 800 and we turned out to be right. And it was just the math that we did. It said, no, that’s the way it looks. And so, we were maybe less surprised than other people. We saw the privates, we’re able to see their activity, and so we saw that happening. Now, OPEC was waiting for a long time for the US producers to “Get religion and stop taking the bait and going forward and over producing.” And I think they have; the public producers have. I think nobody counted on the role of the privates, which was quite large. Now, one of the interesting things this year is many of those privates, especially some of the biggest ones, have now been purchased. I know we’re going to talk about M&A here later, and that’s important. And so, the question is, will they come?

Peter Tertzakian:

Purchased by public.

Raoul LeBlanc:

Purchased by publics. That’s right. And in general, one plus one is 1.8, okay, when it comes to activity and growth.

Peter Tertzakian:

Right.

Raoul LeBlanc:

I think about that to get to the bottom of things, last year we had an estimate of say seven or 800, turned out to be about a million. This year, our estimate is closer to five to 600.

Peter Tertzakian:

Right.

Raoul LeBlanc:

Now why is that? What’s interesting is, and it is a sort of thing that few people keep track of is the decline rate of the US. Now, the global base has a decline rate. If you don’t drill any new wells or don’t do anything new, most petroleum systems will decline between four and 9%. And with the exception of, of course, the Canadian oil sands, which come and decline almost zero.

Peter Tertzakian:

Per year, right?

Raoul LeBlanc:

Yeah.

Peter Tertzakian:

Per year.

Raoul LeBlanc:

Exactly.

Peter Tertzakian:

If you’re 100 million barrels a day from, you go to 96.

Raoul LeBlanc:

From January one to December 31st, you’ll be down four to 9%. The shale system, both in Canada and the US, because of these screaming decline of the individual wells, it declines by about 35%.

Peter Tertzakian:

One-third.

Raoul LeBlanc:

It’s crazy.

Peter Tertzakian:

If you’re hundred-

Raoul LeBlanc:

If you’re 100 barrels a day-

Peter Tertzakian:

A day.

Raoul LeBlanc:

You’re coming back-

Peter Tertzakian:

To 67.

Raoul LeBlanc:

Yeah, that’s right.

67 barrels a day. And so what’s interesting about that is of course, that therefore that means that about 90% of your CapEx is just to stay flat.

Peter Tertzakian:

Your investment in drilling.

Raoul LeBlanc:

Yeah.

Peter Tertzakian:

Yeah.

Raoul LeBlanc:

Is you have a massive CapEx requirement.

Peter Tertzakian:

Well, I want to come back to this discipline, this notion of discipline amongst the publics. Is it the discipline really in the hands of the CEOs who say, “Yeah, I’ve seen this movie before. I’m not taking the bait as you called it.” Or is it in the hands of the shareholders of the public companies who are basically saying, “I want half my money back, do not drill anymore. I want cash.”

Raoul LeBlanc:

So, I used to say there’s two reasons not to drill. There’s the super major reason to drill, which is, well, we have done the well economics, and the well economics don’t hold up to our rate of return on capital and we’re not going to drill this. And then there was the traditional reason for the independence was, I’m not drilling because I’m out of money. I checked my wallet and it’s empty. And that was the way he did. You spent everything you could. They’re moving a little bit towards the super major model, but like you point out, the main reason, the main driver is the valuation that the shareholders are giving them.

Peter Tertzakian:

Right.

Raoul LeBlanc:

And what you’re getting is a situation where if you look at the stock market valuation of oil and gas companies, what you see is, you can describe it in a couple of different ways. Some people say no terminal value. Most companies have a long tail of production, and they get value for that. And either investor discounting that or they feel like the risk and the cyclicality deserves a low multiple. Either way, they have incredibly low multiple, okay.

Peter Tertzakian:

Right.

Raoul LeBlanc:

Much lower than most industries. And so, what you have is CEOs engaging in an attempt to build credibility by delivering consistent returns over the cycle because they feel like that’s the problem.

Peter Tertzakian:

Right.

Raoul LeBlanc:

And so, two things. Number one is I’m going to show you that I can deliver you dividends or whatever. The other one is, my valuation is so low that I have an extra dollar that came in the door, and my best use of that dollar is to buy back a share.

Peter Tertzakian:

Mm-hmm.

Raoul LeBlanc:

If you don’t want to buy my shares and you give them a low valuation, that’s okay because I have the money. And that’s interesting to me is they have the money.

Jackie Forrest:

Well, let’s talk about that because US shale has changed a lot between that 2015 and 2020 period, the average price was $50 WTI.

Raoul LeBlanc:

Right.

Jackie Forrest:

And most people believe that that was setting the price of oil, the breakeven price for bringing on new shale oil and it would happen at $50. And obviously we saw growth in those years. But today, what would you consider to be the breakeven price for shale oil? And is that what we consider to be the floor for pricing? Is that still the price setting mechanism?

Raoul LeBlanc:

I do believe it is. Everything else is very long-term. The only entity that can provide or remove short-term barrels is OPEC because the shale can do it. And so, the question is, where will the shale do it? And it’s a great point, and the way I think about this is shale economics are still roughly the same as they were four or five years ago. What’s changed? What’s changed is this business model. The business model now says, you know what, in addition to this well returning my cost of capital, I need to deliver something probably on the order of 30% of this wells cash directly to shareholders. And so, to make my breakeven calculation, I can only use 70% of this wellbore. And so, we’ve done the numbers on that. And the point is A, a breakeven traditionally only is 50 or $52 or even $45, right? When you add that 30% shareholder premium, it turns out it raises the price by about $15. In our mind, 65 to 75 is kind of the zone where people are looking for decent well economics. And so-

Peter Tertzakian:

$65 a barrel.

Raoul LeBlanc:

$65 a barrel WTI. In our minds, if the price were to drop below that and stay there, right, then you would see people pulling back on activity because they don’t want to invest at that rate.

Jackie Forrest:

That could over the long term be the new floor?

Raoul LeBlanc:

Yeah. Exactly.

Jackie Forrest:

Right.

Raoul LeBlanc:

That is, we think there’s a soft floor at 65 where they start pulling back. And then on the upside, we think if you do go above 90, even the very disciplined folks will start to throw on rigs, or at least the margin, you’ll get more barrels. We think that’s the new band where it used to be probably 50 to 65, it’s probably something more like 65 to 90.

Jackie Forrest:

And is there any scenario that we go back to 50? Because you did say that the economics would work.

Raoul LeBlanc:

You can go back. But one of the interesting things about that is, and this is where I think astute investors made a lot of money on the pandemic, was because of this decline rate, because it is so high, it equilibrates quickly on the downside. When we dropped all those rigs, US production plummeted. Can you go back to 50? Absolutely. We could have some sort of watershed event on the economic side, right? We could have a recession and that kills demand. We could have another pandemic, all those things. But my point is that this decline rate means that equilibration happens relatively quickly on the downside.

Peter Tertzakian:

Yeah. If I can summarize and maybe try and unpack it at the same time. What you’re saying is demand is growing, and we’ve got on the supply side, two arms. One is the OPEC organization of petroleum exporting countries plus Russia, and they artificially control the market. It’s one of the most successful long-term cartels ever. On the other side, we have the US shale producers who are just in time delivery of barrels, and they are governed now largely by shareholders who now are imposing a 30% cash return. I won’t call it a tax; I’ll just say it’s almost like a fixed cost that they demand out of the barrel-

Raoul LeBlanc:

In order to give better multiple.

Peter Tertzakian:

Right, right. The vulnerability here seems to be OPEC and what happens if it falls apart. But interestingly, I’m going to sort of back up a segment. We had President Biden make a plea to the American producers, and they basically said, “No, I’m giving money back to shareholders or something like that.”

Raoul LeBlanc:

I am. Yeah.

Peter Tertzakian:

And then on the other side, we have President Biden phoning up OPEC and saying, “Crank it up because we don’t want high gasoline prices.”

Raoul LeBlanc:

Right.

Peter Tertzakian:

And so it doesn’t seem like there’s a lot of political leverage over the situation.

Raoul LeBlanc:

Well, it’s interesting because oil has clearly been repoliticized in the last three or four years.

Peter Tertzakian:

Geopoliticized, I guess.

Raoul LeBlanc:

Geopoliticized. Yeah. And politicized because you have much more direct intervention. Think about the SPR.

Peter Tertzakian:

It’s very low now.

Raoul LeBlanc:

It’s low. Now, what’s interesting about that is the Strategic Petroleum Reserve was created at a time and thought about at a time when imports from the US were dramatic, and they’re not anymore. It never changed with that time. And so, there’s a big question about, well, do we need that amount anymore? Does it make sense to hold that? It’s certainly far more in terms of days of imports than we used to have.

Peter Tertzakian:

Just for clarification for our audience, it was about, was it a year ago or a year and a half ago? The price of oil was high, and the Biden administration decided to unlock the Strategic Petroleum Reserve to keep prices low. Ultimately at the gas pump, which affects voting.

Raoul LeBlanc:

Yeah. They injected oil into the market like another source of supply.

Peter Tertzakian:

Right. And now you can’t do that anymore because you’ve depleted the Strategic Petroleum enough.

Raoul LeBlanc:

And the price is not 120 anymore.

Peter Tertzakian:

Right.

Raoul LeBlanc:

Yeah.

Peter Tertzakian:

Getting back to my point, the price of oil is somewhat hostage to the situation of what OPEC decides to do.

Raoul LeBlanc:

Right. Given the reluctance of US shale producers to produce at the drop of a hat, the balancing factor in the market and the driver of price formation has shifted back, if you will, probably, to OPEC and its effectiveness. And one viewpoint says OPEC’s never been a particularly effective regulator because there’s no supranational enforcement mechanism. If you exceed your quota, what happens to you? On the other hand, it has successfully brought off in the last couple years or particularly last year, like Jackie says, a very significant amount of oil.

Jackie Forrest:

Right. Well, I think history has shown when OPEC’s in the driver’s seat, we generally have higher prices, and it seems like that’s the situation today. As long as we don’t see big outages in OPEC countries, that could change that balance.

Well, that was fascinating. I have lots to talk about, but let’s move on because there’s a few other topics we want to cover today. And I know you’ve done some great work around carbon emissions as it relates, especially to North American production. So, we want to talk a little bit about that and contrast that with Canada. But let’s start out with what is the carbon footprint of US shale. I think many of us in Canada, we think they’re flaring like crazy in the Permian and they’re venting and that we actually are pretty low emissions, or maybe in the case of some of that they could be quite high. What’s the real situation from your work?

Raoul LeBlanc:

Well, it’s a little bit like asking what’s the shoe size of Canada. The deal is it varies a lot. So this is one of those deals where distributions matter. Distributions matter quite significantly. Now if I do talk about the average, because it is helpful to talk about the average, and we’ll talk about the flaw of averages here in a minute, but the US shale is somewhere around 15 to 20 kilograms per barrel. Now you contrast that with the oil sands, which is more like 60, 65-

Jackie Forrest:

On average.

Raoul LeBlanc:

On average.

Jackie Forrest:

And there’s a lot of range to that too.

Raoul LeBlanc:

There’s a lot of range to that too. And you say, okay, so the oil sands clearly are that… and I think if you talk to people in the oil sands, they say there’s some inherent factors in terms of what we have to do to get the oil sands out that make it that. Now it also has some advantages, which we can talk about if you want. But around, of course, the number of sites that actually emit for oil sands is far lower.

Jackie Forrest:

Yeah. And they’re not distributed over such large area.

Raoul LeBlanc:

And they’re not distributed across, in the Permian alone, we have more than 1,000 companies.

Jackie Forrest:

So that gives us the basis that although there may be some outliers, they’re actually pretty low emissions already.

Raoul LeBlanc:

They are.

Jackie Forrest:

Despite the fact they don’t have a carbon price and they don’t have… I mean, they have methane rules that are fairly new, but our methane rules kicked in many years ago and so they’re behind in terms of that, but they’re starting from a better starting point.

But I wanted to talk a little bit. There’s been media reports that this research by Robert Howarth from Cornell University apparently influenced the Biden administration in their recent announcement that they wanted to stop new LNG export permit approvals. His research is not final, it’s still under peer review, but the current draft concludes that when methane leaking is accounted for, that US LNG is comparable to coal from a greenhouse gas emissions perspective if you were to use it in a power plant. Because when you consider all that methane leaking into the atmosphere, which has a bigger impact than CO2, then the overall impact from drilling it at the well all the way to consuming it is worse.

Any thoughts on these results? This is obviously not great for the story that LNG is a clean fuel, if that is the case.

Raoul LeBlanc:

Yeah. Now it’s interesting, I’ve been doing a lot of work on this methane issue and there’s a few things that we ought to talk about. But let me just say overall our view is that it does not look as if this is comparable to coal. It is significantly better than coal. Now, I think that argument rests on this whole notion of methane leakage. And just to point out, methane leakage is a big problem in certain areas of the US infrastructure, it’s significantly less so I think in Canada, they’ve had a bit of a head start. I also feel like the oil sands have a sort of a maybe hidden gem there because methane leakage is almost no problem in the oil sands.

And when you look around the world, if you went to the COP conference parties back in November, you’d see that methane, methane, methane, this is the year of methane, methane leakage is the big issue. Why? Frankly, because it’s amenable. The most interesting thing about the methane is that we are moving from the period of… well, in general on cleaning up oil and gas emissions we’re moving in a couple of directions that are very important. A couple of transitions going on. One is moving from promises to action, we’re now deploying things. The second one is moving from estimation to measurement, and nowhere is that more important than methane.

And so, what you have is, for those of you that have better things to do with your time than study the US EPA regulations, methane generally has been estimated and reported by all the companies by using emissions factors where it says, “Okay, you have a pneumatic device out there. Well, that pneumatic device, we don’t really know how much it leaked, but we’re going to go ahead and use a particular number of assumptions, four kilograms per hour.” And so that’s what you report. And there are a lot of emissions factors and a lot of estimation. Those estimations from our analysis are probably quite low compared to the actual. But the actual is also coming down pretty fast here. And we’ve seen a lot of companies make good numbers.

So, the thing I would say, and this relates to Howarth and the whole LNG thing is, nobody knows that is the truth. The truth is, still we do not have very good numbers, rock-solid numbers on what the methane emissions are.

Jackie Forrest:

So, I think the takeaway is we don’t know because up until today there’s a lot of factors being used in estimates. But I understand with the EPA over the next several years there’s a requirement to actually move to real data and we will have the numbers to absolutely answer this question. Is that right?

Raoul LeBlanc:

That’s right. So, the EPA, the new regulations would kick in a few weeks, at least they allow for and to some degree mandate measurement and much finer granularity. The EPA data from the public point of view has been largely, in my mind, not usable because it gives… for example, for a giant company like Pioneer, it’s all in the Permian, and they basically give you three numbers. When really what we’d like to see are thousands of numbers that allow us to understand the details because the devil is in those details.

Peter Tertzakian:

So, what’s going to happen when we get this greater differentiation through true measurement of the wells and the identification of the methane leakers? Let’s start with the United States, are they going to crack down regulations?

Raoul LeBlanc

So, yeah. As you may or may not know, the EPA also has a methane fee now. It’s mattered to some degree on the economic front, but for the first time there’s going to be a penalty associated with it, assuming it comes.

Peter Tertzakian:

Methane fee is a polite term for a carbon tax, is that what it is?

Raoul LeBlanc:

Yes. I would say it’s a pollution tax, and pretty significant.

Jackie Forrest:

Yeah, so you have to pay for each ton that you release that’s methane, right?

Raoul LeBlanc:

That’s right. It starts at $900 a ton and then moves up over a three-year period to $1,500 a ton, which is somewhere between 20 and $30 per MCF. It’s quite a significant number. So if you’re paying 20 bucks per MCF for everyone that you’re leaking, that’s going to wipe out 19 that you’re not leaking if you’re only getting two bucks.

Peter Tertzakian:

If you’re only getting two bucks to begin with and you got a 20-buck tax.

Raoul LeBlanc:

That’s right. It’s very significant. And what’s interesting is our discussions suggest that the big companies are not really concerned about this because for the last two or three years they’ve been starting to measure, they have a pretty good understanding of what their emissions are. And it’s nice because the big companies are doing more about this and they’re thinking, I got this under control, I can understand the size of it. They are very worried, and a lot of little companies are very worried. People don’t realize that. But these little companies and there’re, like I say, well, in the US, there are roughly 15,000, let’s call it, operators. And a lot of them, they own three wells, and the whole deal makes $3,000 a month. If you tell me now that I got to go get a new storage tank because it’s leaking like a sieve, I’m just going to go out of business maybe. And so, there’s a lot of concern about how do we help those people to clean up and continue to run their family business, and we’ll see how that happens. But that’s where a lot of the focus is when we talk to policymakers even and to companies.

Jackie Forrest:

Well, for the first time, Americans are actually having to pay for pollution when it comes to this. So, it would be interesting to see when they get the great measurements, and there’s a cost of that significance. I think, we’ve seen it here in Canada. We don’t even have a price for methane for the last five years, it’s just been regulatory requirements and it’s already made a big difference. Alberta, I think, is down over 40% in the methane emissions over the last several years. So, because this stuff is-

Raoul LeBlanc:

We have certain companies telling us they’re down, yeah, 40, 56, sometimes even 70%.

Jackie Forrest:

In the US?

Raoul LeBlanc:

In the US.

Jackie Forrest:

Already. So that’s been all voluntary.

Raoul LeBlanc

That’s right. Yeah, that is. That’s a voluntary… And it’s generally the bigger companies who have been able to afford it, they have taken action, if you will. So anyway, we’ll see how that goes.

If I can throw out some numbers that might be interesting for your listeners. So Permian Basin, and the numbers I’m going to give you are for 2022 and for the upstream only, there’s some model numbers in there, but they’re primarily measured numbers. And gets to your point about how do you even calculate these things. But we flew over the basin. We did a data partnership, and so we have the data on flying over the basin multiple times and detecting leaks.

Jackie Forrest:

This is S&P, did this work?

Raoul LeBlanc:

Yeah, S&P. S&P did this work with a partner, Insight M. So here are the three numbers that are there, kind of interesting. Number one is if I look at the amount of methane released, well, the amount of methane released is 155 BCF, 155 billion cubic feet from the Permian-

Peter Tertzakian:

Per year.

Jackie Forrest:

In the venting.

Raoul LeBlanc:

In the venting from 2022. Which sounds like, because it’s an enormous number. Now, if I look at it in terms of basin wide gas production… it’s 2%, 2.01%. And then what’s interesting is that’s a metric that people like to throw around. It’s handy because it’s the gas that leaked versus the gas I produced. But if you use that metric, what about the oil? You’re assuming that none of that methane gets attributed to the oil. So, the second way to do it is of course energy on a BOE basis-

Peter Tertzakian:

Because gas and oil are commingled.

Raoul LeBlanc:

Oh, absolutely. And a lot of, frankly, what drives the gas production is just the oil production, right?

Peter Tertzakian:

Right.

Raoul LeBlanc:

So, if we do that, it turns to .92. So now I’m below 1% of the energy produced that I leak in terms of venting.

Then the interesting thing is everybody says, well, this is a huge revenue opportunity, 155 BCF. And if you do that math, it seems like a lot of money, but it’s .42%.

Jackie Forrest:

Of the total revenue.

Raoul LeBlanc:

Of the total revenue, yeah. So, it’s not as if, I mean, frankly, the gas price moving up by 15 cents is going to do more for you. Since gas-

Jackie Forrest:

Well, especially as gas isn’t worth too much these days.

Raoul LeBlanc:

Clearly. But those are the handy numbers, and they’re all true and they’re all the same number.

Jackie Forrest:

Yeah. Well, that 2% I think is quite a bit lower than some of the numbers that go into these reports that say that LND is-

Raoul LeBlanc:

Well, here’s what’s interesting. If I can take a little diversion. This is where it really gets weird. If I take the 2% and then I add on the midstream, it roughly doubles, so now I’m at 4%. The way that these numbers are calculated, by the way, is that the duration of the leak… if you went out on January 1st and ran a survey and you found no leaks, you went out on February 1st and you found a leak, and then you went back on March 1st and the leak had been fixed. For the EPA purposes to calculate the duration of the leak, you have to start at January 2nd. Assume the leak start January 2nd, continued all the way until February 28th. So, it’s a conservative principle, you assume that.

If you use the midpoint, which we’re doing, it obviously cuts that in half. And my point is that if you take our number at 2%, you add the midstream and then you use the conservative method for the calculation, you actually get to eight or 9%, which is 10 times the 0.9% if you do it on a BOE basis. So, the same number can be scoped and calculated in a way that even if we all agreed on that number, it would be from 0.9 to nine. It’s in order of magnitude.

Jackie Forrest:

And 0.9 would be no big deal. 9% leaking would mean-

Raoul LeBlanc:

Would be catastrophic assuming. Yeah.

Jackie Forrest:

… that this is not a great fuel.

Raoul LeBlanc:

No. Exactly, right.

Peter Tertzakian:

So clearly the thing to do is to get it to zero, then you can multiply it by anything.

Jackie Forrest:

There you go.

Raoul LeBlanc:

Actually, that’s a good point, every little bit … You’re absolutely right, Peter, it does … That’s the key, get it down.

Peter Tertzakian:

That’s the key. Well, I’m delighted to hear that the measurements going in and we actually get numbers and differentiation and identification.

Raoul LeBlanc:

That’s the key.

Jackie Forrest:

Well, it’s good to hear that we’re getting new data. We needed it yesterday.

Raoul LeBlanc:

We did.

Jackie Forrest:

But I think the gas industry and the oil industry are now recognizing that this data is really part of the social license.

Raoul LeBlanc:

They’ve actually been piloting all the new technologies because there are lots of competing technologies. None of them is perfect. They’ve been piloting those new technologies for two, three, four years, now they’re deploying them.

Jackie Forrest:

So, Raoul, you talked about the fact you were working for an oil company in M&A, so we want your opinions. The US upstream oil and gas producers have really had a robust year so far for M&A. Data from Tudor, Pickering & Holt shows that about $50 billion of deals in upstream oil and gas have been done in the United States so far this year.

In Canada, not the same situation. Very weak market, I think only about a half billion so far this year. What’s driving that M&A in the US?

Peter Tertzakian:

So, the mergers and acquisitions, which really leads to the consolidation of all the little players into big players.

Raoul LeBlanc:

Yeah, so it’s kind of interesting. I have a two-part answer here. The one is that the two mega mergers that we saw, which were Exxon buying Pioneer and Chevron buying Hess, that together was 100 billion bucks back last year, at the end of last year.

In my mind, I don’t have insider information obviously, but in my mind, those are easy calls and I think of them as CFO acquisitions. Why? Because if you look at the trading multiple of ExxonMobil versus Pioneer, or the trading multiple of Chevron versus Hess, even though Hess and Pioneer were premier companies, the multiple was so much higher that this thing is instantly accretive on day one. “I’m going to take your cash flows and get my multiple. That’s a win for my shareholders.”

Peter Tertzakian:

For the share price.

Raoul LeBlanc:

For the share price. And I get good quality inventory. I get more growth potential in a place that’s really important to me.

In the Permian Basin, look, Pioneer is the biggest player in terms of the land position. So now Exxon, frankly, I wasn’t sure that Exxon had the inventory to meet its lofty goals for the Permian. And Chevron, obviously they’re trying to get into the Guyana play, I think that’s very smart. And the Bakken position is quite nice. It’s a little bit of a giant ATM right now because I don’t know that there’s very deep inventory left. So those are CFO.

The other deals have tended to target the bigger privates, whether it’s OXY buying CrownRock, or Diamondback working with Endeavor. Those are big deals. Those are some of the people that, like I pointed out, those privates, that have been taken out. Most of the privates that have core acreage were purchased a while ago. There was a couple of big ones left. And so to me, this is about inventory management and getting a few more economies of scale.

Peter Tertzakian:

To bring cost down.

Raoul LeBlanc:

To bring cost down.

Jackie Forrest:

Or to create more well locations in the future.

Raoul LeBlanc:

You create more well locations and beef up my inventory, high grade, all the typical things that you hear.

Peter Tertzakian:

So, tell us, is this trend coming to Canada?

Raoul LeBlanc:

Well, I would argue in the oil sense that it’s already happened. You had serious consolidation. You have a handful of very large efficient players with good inventory and good operations. So in some ways, Canada’s already there. Now in the shale-

Peter Tertzakian:

Conventional

Raoul LeBlanc:

… in the conventional, and the other ones, I don’t know. Canada has a great track record of generating new companies, and then they bring them up and they get sold off. And there’s been some consolidation in there, in that patch. I don’t know that there’s going to be a whole lot more, I don’t know if there’s a big driver. You have some big players out there, they might snap up some of the other ones.

But I don’t think there’s quite the same impetus particularly in terms of inventory management. Because I got to tell you, some of the US shale plays are not in decline. They’re not the Barnett, but they also … It’s quite clear where those edges are. And all the companies have what I call the shrinking box problem, which is the number of new locations stopped growing a couple years ago. We figured out what the inventory looked like and how to do it, and now every day the company just takes one of those out and brings it on production, and then they have one less.

So, they’re in this situation where they’re removing things from the inventory box by putting them on production. At the same time, they are not putting new things in the box. And that’s a little scary for these companies. And I think generally they view themselves as, “We should have a medium-term solution. I don’t know what the very long term is like, but we’re going to be here in five to seven years, and we’ll be relevant. And so, I need to take care of inventory.” And there aren’t a whole lot of good options left.

Jackie Forrest:

Well, in Canada I think we have deeper inventory. But I want to ask you one follow-up question.

Raoul LeBlanc:

Exactly.

Jackie Forrest:

So, you said there’s two motivations. One is the buying company has a much higher multiple than the other one, and the other one has inventory that they need. Why wouldn’t American companies come to Canada? Because our multiples are even lower-

Raoul LeBlanc:

Lower.

Jackie Forrest:

… than the American company that’s equivalent. And on top of that, we have very deep inventory. Do you think that’s a potential? Now, we’ve actually seen the opposite over the last several years of American companies leaving Canada, so that would be quite a reversal in trends.

Raoul LeBlanc:

It’s interesting. I’ll just point out two viewpoints. I have one investor that I regularly talk to in the US, and he says, “I have never lost money in Canada. It’s fantastic.” On the other hand, when I worked at Anadarko and I worked in M&A, we had an acquisition in Canada and we entitled the presentation Bob’s Dead Body, because at that point, Bob Allison, the CEO, said, “We’ll go back into Canada over my dead body.”

So, there’s a little bit of a history of people getting into Canada and feeling like it’s a difficult place to do business as an American company and, it’s hard for me to make money. And so I think both those things can be true. I think there are obviously select places that you go, select investments that could be quite good. I don’t expect people to wholesale come up into Canada. As an American who’s living in Canada, I think sometimes people feel like when an American company goes into Canada has to be quite careful because often the Canadians are the only winners.

Peter Tertzakian:

Well, thank you, Raoul. I mean, this is a fascinating conversation, we could go on for another hour. But Raoul LeBlanc, Vice President of Energy, S&P Global Commodity Insights, thanks so much for joining us.

Raoul LeBlanc:

Thanks, it’s been fantastic.

Jackie Forrest:

Yeah, thanks, Raoul. And thank you to our listeners. If you like this podcast, please rate us on the app that you listen to and tell someone else about us.

Speaker 2:

For more ideas and insights, visit arcenergyinstitute.com.

DMacDonald ARC 036 5copy Low Res

EV Update and The Rise of Hybrids


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This week on the podcast, our guest is Rebecca Lindland, Senior Director of Industry Data and Insights at Cars Commerce. Cars Commerce has a platform to simplify the next generation of automotive retail, including Cars.com, AccuTrade, Dealer Inspire, and coming soon, Cars Commerce Media Network. 

Rebecca is a highly respected expert in the automotive industry. She shares her views on the rise of plug-in hybrids, the recent headwinds for pure electric cars, and new auto technology.   

Here are some of the questions Peter and Jackie asked Rebecca: How is the auto industry doing now, and is it generally profitable?  Explain the difference between pure-electric, plug-in hybrid, and traditional hybrids. Why are sales of hybrid vehicles increasing in the US?  Do the new US EPA auto rules for increasing electric technology include hybrids? Is the higher price of plug-in hybrids and pure electric vehicles a barrier to sales? Why are Tesla’s sales slowing? Explain BYD’s success in 2023 and if they could come to North America.  Do you think solid-state batteries, if they become available, will increase EV adoption rates? Are self-driving electric cars just delayed, or are they no longer likely?  

Other content referenced in this podcast: 

Please review our disclaimer at: https://www.arcenergyinstitute.com/disclaimer/ 

 Check us out on social media:  

X (Twitter): @arcenergyinst
LinkedIn: @ARC Energy Research Institute 

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Episode 236 transcript

Speaker 1:

The information and opinions presented in this ARC Energy Ideas Podcast are provided for informational purposes only and are subject to the disclaimer link in the show notes.

Speaker 2:

This is the ARC Energy Ideas Podcast with Peter Tertzakian and Jackie Forrest. Exploring trends that influence the energy business.

Jackie Forrest:

Welcome to the ARC Energy Ideas Podcast. I’m Jackie Forrest.

Peter Tertzakian:

And I’m Peter Tertzakian. Welcome back. Jackie, there’s always so many stories that are going on in the world of energy, but I think we have to address here in the very near-term, I think, the number-one story, and that is in the last month, the price of oil has risen $10 a barrel, going from, well, let’s take WTI-77 to over $87 a barrel. That $10 rise is really significant.

And I remember doing some numbers, so a couple years back, trying to equate the rise in a price of oil to an equivalent carbon tax at the pump. And every $10-a-barrel rise in the price of oil is a $35-a-ton carbon tax at the pump.

And here we are. Last week, we talked about $15-a-ton rise. But actually, behind the scenes, there’s some pretty serious inflation. So, we’re going to talk about the price of oil.

Jackie Forrest:

Yeah. I think we should cover that, the fundamentals of why the market is tightening. But it’s interesting. I think it has an impact on the auto industry as well.

I just read this New York Times article, Hybrid Cars Enjoy a Renaissance, and we’re hearing companies like Ford saying just last week, every model is going to be hybrid. And groups like Toyota, that were kind of people were not being very nice about Toyota, now looking pretty smart because there seems to be sales increasing around hybrid vehicles.

Peter Tertzakian:

Well, I think we’re going to see some very interesting dynamics over the course of the next couple of years, because between the price of gasoline rising, at least in the near-term, and the challenges, or the near-term challenges that we read and hear about in the electric vehicle industry, there’s going to be a lot to talk about. But hey, let’s get started.

Today, we’ve got a guest with us, a guest that we’ve met and had at one of our symposiums a few years back, Rebecca Lindland. We’re delighted to have you back. Rebecca’s the senior director industry data and insights at Cars Commerce, and she comes to us from sunny Los Angeles. Welcome, Rebecca.

Rebecca Lindland:

Thank you so much, Peter. And Jackie, it’s great to see you again. I’m delighted to be on.

Jackie Forrest:

Well, things have changed a lot. It was actually more than a few years ago. I think it was 2017, we had you in Calgary, and at that time, electric cars were about 1% of new car sales globally. Today, they’re, depending on who you look at, I’m sure you guys have the most accurate numbers, but something like 16 to 18% of all new car sales in 2023.

But they seem to be hitting maybe some headwinds here as well, so we’re interested in learning all about that. But before we start, tell our listeners a little bit about yourself and your current role at Cars Commerce.

Rebecca Lindland:

Yeah. So, I’ve been in the industry for the better part of 25 years now. I’ve loved cars my whole life. I’ve always known every car on the road for some reason, I have no idea why, but ever since I was a little kid, I’ve absolutely loved them. And I love people too, so it’s great to be able to work for a company like Cars Commerce.

The role that I have now, it really utilizes all the data and expertise we have across the brands. This is Cars.com, Accu-Trade, Dealer Inspire, and our media network, and our goal is to really simplify the car buying and selling process for consumers and dealers and tell the industry the story that only Cars Commerce can tell utilizing all of those aspects of the company. So it’s great to be here, I’m really excited about it, and let’s get started.

Peter Tertzakian:

Yeah, let’s get started. I mean, cars are so much a part of our identity, even maybe more so than going from A to B.

So, let’s talk about cars in general. What are the sales like for all vehicles? And post-pandemic, post-interest rate hikes, all the dynamics that we’ve seen over the course of the last, let’s just say, three, four years, what’s going on with car sales in general?

Rebecca Lindland:

We’re definitely seeing a recovery in the car market from the pandemic years, really 2020, ’21, ’22, and into ’23. We estimate we’re down about 800,000 units in the States in terms of new car sales. So, there’s a really healthy amount of pent-up demand. We’re also seeing improving supplies, because not only did we have a chip shortage through the pandemic-

Peter Tertzakian:

Yeah, I remember that.

Rebecca Lindland:

Right. But then of course, in September, we had the UAW strike, and so that also impacted availability of new cars.

Peter Tertzakian:

So, 800,000 down, what is the total annual sales of vehicles in the United States?

Rebecca Lindland:

It’s actually about 15 and a half million units.

Peter Tertzakian:

That’s still a lot.

Rebecca Lindland:

It’s still a lot. It’s the second-largest single market behind China. China is in that 20-million-unit range. So, the US is still a significant single market for manufacturers.

Jackie Forrest:

Now, the automakers, they had a hard time during the COVID. A lot of them were not making money. Are they profitable now?

Rebecca Lindland:

They are certainly more profitable now than they had been in the past. I think there was a combination of things.

If we go back even to the bankruptcies of 2008, and the time 2007 and ’08, where there was a lot of consolidation in the industry. There were a lot of brands that were discontinued, and there was an opportunity to almost right-size some of these companies.

So that, I think, has helped them with profitability. They’re also able to share platforms and technology, and that, again, helps with economies of scale and such.

Peter Tertzakian:

Mm-hmm. Well, let’s talk about the different types of vehicles, particularly electric vehicles. Now, I actually have been to the Detroit Auto Show, but it’s been over 20 years ago. I went a couple times. It was just amazing.

Rebecca Lindland:

Oh, gosh.

Peter Tertzakian:

And in fact, I was there the year the Toyota Prius was released, I think, or within a year, and it was sort of a curiosity in the corner. So that is an example originally of a hybrid vehicle, where there’s an electric motor that runs off of a battery, which is charged by the combustion engine.

Then there’s now plug-in hybrids and variations thereof, and then pure vehicles. So, when we discuss electric vehicles, which we’re going to do in a minute, give our audience a sense of the major classifications out there?

Rebecca Lindland:

When we’re thinking about an electric vehicle. These are things like obviously all the Tesla models. The Nissan LEAF was really one of the first ones in more recent times, and something like the Chevy Bolt. These are pure electric. You can only plug them into refuel, if you will. You don’t have a gas refueling option.

Then when we think about plug-in hybrids, plug-in hybrids, they’re part hybrid and they’re part electric car. A regular hybrid that has basically an engine that you have a battery and you have an engine, so you have both capabilities.

With plug-ins, you have a capability where you can plug this thing in and utilize the battery. You can run on pure battery alone, typically up to about 45 miles, and then you can also kind of refuel it with gas. So, it’s sort of the best of both in many ways.

Jackie Forrest:

Now, when people cite EV numbers, I think they’re often including those plug-in vehicles, the ones that can go 45 miles on electric as part of their EV numbers. Is that how you categorize them? Just for the discussion today?

Rebecca Lindland:

On Cars.com, on the marketplace, and in the Cars Commerce universe, we talk about EVs as pure EVs. We don’t include hybrids or plug-in hybrids.

Jackie Forrest:

Well, I think that’s important for the discussion, because different groups do it differently, and sometimes you get different numbers. And it’s interesting, because 45 miles, a lot of people, maybe clarify if I’m wrong, but 45 miles is a lot of their daily travels. And so, if you have one of those, you may almost not be using gasoline most of the time.

Rebecca Lindland:

Absolutely. If you have a place to plug in your plug-in hybrid, you can typically, as you say, do a typical day’s driving. Whether you’re picking up kids at school or you’re commuting into the office, most people don’t drive more than 45 miles in a single day.

Obviously, you have the exceptions. You’re going to go to grandma’s house for Thanksgiving kind of thing, then you have longer trips. But generally, 45 miles covers, I would say, about 80% of most people’s daily driving.

Peter Tertzakian:

And this is one of the big differences, isn’t it? That’s happened in the last few years is that it used to be about 20 miles or just over 30 kilometers, and now, it’s 45, which is up to in Canada, 70 kilometers-ish. And that definitely, in my opinion, is sort of a game-changer, because for urban driving you don’t need to buy gasoline.

Rebecca Lindland:

Right. No, exactly. And keep in mind, the Chevy Volt, which is now discontinued, but the Chevy Volt utilized that. It had about 45 miles of pure electric and then it switched over to gas. What they’ve done now and what manufacturers and the technology has allowed manufacturers to do is when you have a plug-in hybrid, the technology allows the vehicle to decide, the software to decide what to use when. So, if you’re driving in a stop and go traffic, that’s when a plug-in hybrid is perfect, because you’re using battery. If you’re cruising on the highway, then a gas engine may be better. So, it is able to pick and choose which technology is best suited for the driving environment.

Peter Tertzakian:

So instead of being black and white, we now have a spectrum of alternatives between combustion and pure electric. How has that translated into some of the new announced rules through the EPA that the Biden administration introduced?

Rebecca Lindland:

The Biden administration, they recently announced some new regulations here, and one of the things that they changed was that they’re now looking at encouraging plug-in hybrids versus this fully electric environment where people are just more hesitant. That’s when if you’re thinking about a fully electric vehicle, you’re looking at infrastructure and you’re looking at where are you going to charge this thing? Whereas with a hybrid, you can just go to a gas station and then at your convenience you can recharge the battery portion of this. So I think that what the new regulations and the new Environmental Protection Agency, the EPA rules have really done is acknowledge that plug-in hybrid technology is a potential solution to improving fuel economy and to driving cleaner than pure gas engines.

Jackie Forrest:

And I think the real targets early 2030s, something like 35 to 56% of pure EVs, but it also says something like 36% could be hybrids. Actually, the same New York Times article I referred, which I will put a link to in the show notes, David Christ, the general manager of Toyota in North America, he said a year ago we were being roasted in the media for not being an EV believer, and he talks about the fact with the EPA we told them just make everything hybrid. So, I think there was a belief that this rule would be only pure EV for a long time. And it was a surprise to some industry watchers that they allowed some more flexibility. Is that right?

Rebecca Lindland:

Yes, and I think it acknowledges the fact that we still have a lot of work to do in the EV space in terms of things like infrastructure, putting in high speed chargers, accommodating multifamily residences, looking at where do we need to put this infrastructure, and eventually we do need a very widespread web of electric chargers that you can…so you feel as comfortable owning an EV and being able to charge it quickly, and by quickly I mean in minutes versus hours.

Jackie Forrest:

Now aren’t these worse for emissions? Yes, you’re going to be more efficient, but you’re still using petroleum for a lot of your kilometers. Isn’t that a concern?

Rebecca Lindland:

Well, hybrids do use petrol. They still use less. You still are getting better fuel economy. And also keep in mind that you can drive mostly on battery if you are able to charge your plug-in hybrid every day, basically, if you’re driving 40 to 45 miles on a daily basis, but there’s plenty of people who are maybe driving 20 miles and then you only need to charge it every other day and you can still drive on pure electric. I have friends that have plug-in hybrids, and they’ll tell me, they’re like, “Oh, I had to get gas after three months,” because they’re diligent about recharging their battery. And so, you can go for months and months and months and not use petrol.

Peter Tertzakian:

Yeah, this is really interesting, because Jackie, at the beginning you rattled off the stats, when we first met Rebecca, electric vehicle sales were 1%, now they’re, I don’t know, 15 to 20 depending on where you are. And actually, that is the point, depending upon where you are, because it is not homogeneous, it’s not uniform the adoption, most of the adoption is in urban centers. It’s not really in the rural parts. And that’s where in a country like Canada or even the United States, which has a lot of distance, and the electric vehicle infrastructure is not really very well established, if at all, in rural communities, to me hybrids make a ton of sense for our country. And I think that the US in acknowledging that in these rules is a step in the right direction.

Jackie Forrest:

So, Peter, are you going to trade in your EV for a hybrid now?

Peter Tertzakian:

Well, I might. I consider a next car, I come back to what I said earlier, it’s a game changer that the battery inside a plug-in electric is expanded to the point where, as Rebecca said, you can drive probably three months without having to fill up if you’re just doing the normal commute. Mine is about 40K a day. So, there’s no need for gas if you are mindful about plugging in every evening, which I do anyway, but it’s a backup. If I want to go to Grand Prairie, it’s a bit of a hassle, isn’t it?

Jackie Forrest:

Oh, for sure. And definitely in Western Canada you do have range anxiety and you’re really worried about where you’re going to get, especially in the winter. But then you give up, I think you would give up your performance, that huge acceleration that you get from the electric car.

Peter Tertzakian:

It depends on what model you buy and how much you’re willing to pay.

Rebecca Lindland:

Exactly. It very much does. You still enjoy the instant torque of an electric motor in certain circumstances. So, you’re not necessarily giving up all of the performance. And as Peter said, you’re gaining a lot, you’re gaining a lot of the reassurance that consumers are concerned about when it comes to an electric, a pure electric vehicle where you can only charge it. And also, I think here in the States we have some similar constraints. As you say, we have very long distances, we have very cold weather. I’ve spent some time up in Alaska, an EV is going to be really tough up there, but a plug-in may be perfect. I think, again, when we think about hybrids and adoption, there’s opportunities to improve your fuel economy, there’s opportunities to lower your gas usage and lower your emissions usage by being able to plug in a plug-in hybrid.

Jackie Forrest:

And I want to get to the electric car sales and how they’ve been disappointing, not growing as much as people anticipated, but I do think there’s that narrative that we’re getting out of the early adopters, and it may be a better product for a lot of people. I’ve had lots of conversations with people around electrics, and they don’t understand the technology, they don’t know how it works. So, it is a good way to slowly get them into the electric mindset without going all the way with the first car.

Peter Tertzakian:

And Rebecca, you can chime in here, but one of the things when I’ve studied mobility as it relates to energy over the years, people are willing to pay a huge premium in their vehicles. First, let’s take size. You pay a huge premium to haul around a big vehicle, say a pickup truck, because you may, on a few occasions, want to go to the hardware store and buy a bunch of wood. I don’t know. What I’m getting at is people will pay a huge premium for range and range comfort.

Rebecca Lindland:

I think they’ll pay for convenience and utility. And I know that there’s often discussions about that price is a barrier to electric vehicles. I hesitate to necessarily agree with that though, because people will pay a lot for convenience and for a product that they perceive as better. And we see that people buy a mobile phone that are incredibly expensive because they like it because they want it, they perceive it as making their lives better and more convenient. And the challenge that electric vehicles have is the idea of that is it a better mobility solution than a gas engine? And for many people, the perception isn’t there. It may be, because especially as we focused on that daily driving, but you still have to find a place to plug it in if it’s an all-electric vehicle, and that gets back to the infrastructure that we still need a significant investment in. Around the world, in any country, you still need infrastructure for electric vehicles.

Jackie Forrest:

Now, just to put it in perspective, this is from the same article. It said that Americans were buying about 1.2 million EVs, which was about 8% of all new car sales. And hybrids were a similar amount actually, although they’ve been growing faster than EVs. So, the vast majority of cars are still combustion engine. I was just doing some checking. It seems like for both the plugin, the pure plugin hybrids or the EVs, you’re talking about 20 to 30% higher, before subsidies. Subsidies can narrow that gap. Is the price difference why we don’t sell more hybrids or is it supply? Because I know a lot of people that say they’d like to buy a hybrid, but it’s like they got to wait a year for the hybrid plugin option.

Rebecca Lindland:

The manufacturers have been given a lot of mixed messages in many ways, by regulators around the world. Here in the States, on the one hand, they’ve been told by 2030 initially, as you pointed out with the regulations, initially it was like you’ve got to be 56% EV by 2032, which is basically one model life cycle. Most models are put in the marketplace for about seven years, and now we’re like, oh, no, you know what? It’s okay to have hybrid. You don’t have to be emissions-free by 2030 or 2035. That’s a very different message than we’ve given them in the past. So, I think that that’s something that we need to think about, that the manufacturers, if we’re able to encourage them to bring in hybrids, people are more apt to adopt a hybrid vehicle. I know on Cars marketplace, we’ve got about twice as many people shopping for a hybrid and researching hybrids versus electric vehicles. So, there’s still education that needs to be done, but I think that consumers are really interested in this solution of a plugin hybrid.

Peter Tertzakian:

Right. So, let’s look at the headlines. We have Apple basically shelve its electric vehicle. I read over the weekend, correct me if I’m wrong, Tesla’s shelving its low-cost electric vehicle, the ones that it had been touting for so long. We have Ford slowing down its assembly lines, delaying our own battery plant here in Canada by a couple of years. So, in reading the headlines, you’d think EVs are in big trouble. What is the real story behind the scenes?

Rebecca Lindland:

I think the real story is that we have a hesitant consumer. As Jackie said, we’re moving from early adopters into mainstream. And we need to do this in order to have a proliferation of electric vehicles. But there is a big difference in the mindset of somebody who is an early adopter, is willing to tolerate maybe some compromises, is more risk-oriented, is arguably more financially risk-oriented as well. So, there is some element of financial barrier there. But at the end of the day, what we’re really looking at is consumers saying, “I want better technology, I want a vehicle that isn’t going to harm the environment, but that also provides a safe, reliable, durable mobility experience.” They’re still shepherding their families around. They still don’t want to be left on the side of the road. So that’s I think the mindset that we’re in, to convert to a mainstream buyer. I think the hybrid really is an ideal vehicle in many ways.

Jackie Forrest:

Well, let’s talk about Tesla. They had these big price cuts, so they’ve been cutting prices for most of last year to increase demand. And the price discounts vary by country, but Model S I think was around 15 or 20% in the US over 2023. And even the high-end versions they cut, I think that Plaid version, which Peter’s talked about before, it sold well over $100,000 U.S, and it’s also seen a similar price discount, but it looks like the strategy’s not working. We just learned last week that Q1 of 2024 actually saw less sales than the previous year before most of these price cuts came in. So, what’s going on there? Is it consumers’ demand for electric vehicles or is it Tesla? A lot of the narrative is they just don’t have the models that are appealing to a lot of buyers today.

Rebecca Lindland:

It’s a combination of things. Tesla has absolutely dominated the EV market around the world. We do have a new entrant, not in the States or in Canada quite yet, but they continue to push the envelope when it comes to EVs, and they have made them more mainstream than really arguably any other brand. And I think that some of the pricing that we’ve seen is a response to increased competition. Because suddenly you’ve got brands like Hyundai, Kia, Volkswagen, you’ve got mainstream brands. BMW has a wide swath of EVs or plugins in particular, Audi does as well. So all of a sudden, you’ve got some real competition in the marketplace. Right now on cars.com, the Cadillac Lyriq is the fastest selling luxury model.

And so, we’ve got a lot of activity from brands that weren’t necessarily even in the marketplace for an EV before, and all of a sudden consumers have choices. And I think that’s one of the things that we’ve seen a response in Tesla. I’ll tell you the other thing that we’ve observed is this movement from a reservation-based EV inventory where people raise their hand and say, I want to buy an EV and I’m willing to wait for it, to now dealers are stocking EVs, and the inventory numbers are rising. Because you can go in now and test drive an EV, you don’t need to pre-order it. So that’s one of the changes that we’ve noticed also. And even for Tesla, it’s a different inventory structure. I think that’s one of the things that we’ve seen with a lot of price competition, a lot of model competition, and just competition in general.

Jackie Forrest:

Just this weekend, I went to visit my cousin and she got that new Rivian SUV. Very large, but she has a big family. And she’s like, “Well, I couldn’t get the Y because that was just way too small for our family.” But that is a beautiful car, so I agree. There’s just a lot. And I was like, well, maybe there’s a lot of more options than there used to be, for sure.

Peter Tertzakian:

Yeah, there’s more options. And one of the things we haven’t talked about is BYD from China. Actually, in 2011, I was in Shenzhen, and I actually had a private tour. I was just blown away. In 2011 of the BYD campus, it was like a small city, and I got to drive some of their vehicles around the track and I was just blown away. And in fact, that’s really when I got the EV bug was that, and also visiting Tesla’s original plant in Palo Alto. BYD now is overtaking Tesla and is looking to go global. What can we expect from them?

Rebecca Lindland:

Keep in mind, BYD, Build Your Dreams, they really rely on its domestic sales. China is the world’s largest single-car market, but it is expanding its international presence. They’re not in US or Canada yet, but I would certainly keep an eye on this brand penetrating into North America.

Peter Tertzakian:

Will we let them?

Rebecca Lindland:

Well, so this depends. We have a big election coming up in November, and it depends on tariffs and such. But the other thing too is that they are aggressive about localization for production. So, they debuted in Europe in 2021 starting in Norway, and they plan to build factories in European countries to avoid those EU tariffs. So, we could see them trying to set up production here in the NAFTA region potentially. We’ll see what happens.

Peter Tertzakian:

But it’s more than cars. It’s the issue of cybersecurity. We’re not allowing Huawei stuff. It’s just one thing after another, under the guise of cybersecurity.

Rebecca Lindland:

I think that we’ll have to see. At the end of the day, we’re a capitalist market and the consumer decides.

Jackie Forrest:

Yeah. I was actually reading an article that said that they could just turn off all the cars, potentially just shut down the economy. But I think you’re right, because here’s the thing, BYD is introducing very low-cost models. So, I was looking, they have this Seagull available only in China, with the starting price of under $10,000 U.S. I’m sure it has a shorter range. I don’t know if they can make money on that or are they subsidizing these cars. That’s always a concern with China too, that they just start dumping cars at a lower cost and the Chinese government is somewhat subsidizing that so they can gain market share. But do you think they can actually make money at those types of prices?

Rebecca Lindland:

I think that just like many manufacturers, they will offer a low-cost option in part to get consumers into both the brand and into the technology. They’re not necessarily going to make money on every vehicle, but most manufacturers don’t make money on every vehicle. But what it does allow is the trickle-down from a very luxury-oriented technology into more mainstream and accessible brands. So, as we see more EVs roll out, the prices will continue to drop as we’ve been seeing. So right now, we’re in the States here EV prices have decreased. They’re down about 4% year over year and used EVs are down almost 21% in March. So, we have a used EV option as well, which we had not had in the more recent past.

Peter Tertzakian:

You mentioned earlier Cadillac Lyriq was doing incredibly well. So what’s their formula?

Rebecca Lindland:

I think that the Cadillac Lyriq is providing a combination of that utility, the luxury that an early adopter does tend to move towards. It’s a really beautiful looking vehicle, and I’ve often told manufacturers, don’t be weird with your EVs. They don’t need to be weird. They need to look nice and they just happen to be an electric vehicle. But one of the things that when I look at some of the new products coming out is that they are more mainstream looking. They just happen to be an EV. And so that’s what I would encourage manufacturers to continue to bring out a vehicle that just so happens to be electric or a plug-in hybrid.

Jackie Forrest:

So you’re not a big fan of the Cybertruck, I guess?

Rebecca Lindland:

So it’s funny because here in Southern California, we see them all the time and it is a head turner for sure. I’m going to leave it at that.

Jackie Forrest:

Well, let’s talk about new technology. Toyota plans to introduce a 10-minute fast charging solid state battery with a 1200 kilometer range by 2028 or so. Do you think if this technology were available that would change how people look at electric cars? It seems like a very fast timeline if that’s even achievable?

Rebecca Lindland:

Well, I mean, solid state has always sort of been this holy grail of EVs, but I will say that I think if Toyota can come out with something like this, we still get back to infrastructure, because it doesn’t matter if it can be charged in 10 minutes if you are a hundred miles away from your nearest, especially fast charger. So, I will say charging has improved considerably in the now12 years, 13 years that I’ve been following electric vehicles. We definitely have seen significant improvement in charging times, but you still have to have a charger nearby.

Peter Tertzakian:

Yeah, I think that’s the thing is it’s a 10-minute charge. If you probably have level three, of which there is not much.

Jackie Forrest:

But by 2028, there might be more. Here’s another one on new technology: when we met in 2017, all we were talking about was the self-driving electric car, and that was going to be a big reason why people were going to switch to electric. And here we are 2023, and I don’t really see the self-driving car revolution yet. Is that not happening?

Rebecca Lindland:

I think there’s still a lot of really exciting things that are happening in automotive and in technology. I think that with a self-driving, is similar to solid state in many ways, sort of this holy grail, because we want to be able to take away accidents. We still have way too many people being injured and fatalities on the roads. And so that’s the goal of self-driving. It’s also time-saving as well. I think we’ve seen some interesting improvements here. There’s companies that will offer an in traffic stop and go, you have adaptable cruise control, things like that. So I love the fact that we’re continuing to push forward towards self-driving, but I think that it’s incredibly far away because the variables that we have. Roads are not standardized in any way, shape, or form, and so we have to continue to develop the technology that allows this software to adapt very quickly to continuously changing environments.

Peter Tertzakian:

So what’s the hype about the robot taxi that Tesla is going to be announcing here shortly? What’s that about?

Rebecca Lindland:

Tesla announces a lot of things.

Peter Tertzakian:

Well, they also announced that…did you get it, Jackie, the free full self-driving? Have you tried it out?

Jackie Forrest:

Oh, I haven’t seen that yet. When we first got the car, there was a beta version that we had for a month, and we tried it on the highway, but it was like a double lane highway, and I just found it very scary. I just couldn’t trust that this could have us pass a semi-truck or something on a highway, but maybe I’ll try it again. That was years ago.

Peter Tertzakian:

Yeah, I’ve tried to experiment it with it. I mean, it’s very impressive, but it’s not something that I’m going to close my eyes and let it take me from my home to the parking lot.

Rebecca Lindland:

It’s fascinating.

Peter Tertzakian:

It is fascinating and I think… but I agree with you, Rebecca. It’s got a ways to go before people are-

Rebecca Lindland:

It does.

Peter Tertzakian:

Especially a ways to go for people to be comfortable with it.

Rebecca Lindland:

Yes, and for it to be something that can adapt very quickly. But again, I love the idea that the industry is utilizing technologies and maximizing it for safety, for convenience, and being able to… if we can make mobility and transportation safer for everybody, let’s keep working towards that. Absolutely.

Peter Tertzakian:

Well, Rebecca Lindland delightful to have you. Again, I know you’re a car lover, because I’m looking at your contemporary art behind you. You’ve got a 911, and what is that, a Ferrari California or something in the back?

Rebecca Lindland:

Yeah, it’s a Ferrari there. And then the Chevy Corvette logo. And I had to get a manual transmission picture as well, being a manual transmission lover myself.

Peter Tertzakian:

Yeah. Well, we share a lot of things in common with cars, so thanks so much for joining us Rebecca Lindland from-

Rebecca Lindland:

Thank you.

Peter Tertzakian:

… Cars Commerce. Jackie, we will put up the websites and the links.

Jackie Forrest:

Yeah, we definitely will. So thank you so much for joining the podcast.

Rebecca Lindland:

Thank you so much for having me on. It’s great to see you both.

Jackie Forrest:

And thank you to our listeners. If you enjoyed this podcast, please rate us on the app that you listen to and tell someone else about us.

Speaker 2:

For more ideas and insights, visit arcenergyinstitute.com.

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