7 BETTING ON HYDROGEN: JAPAN’S GREEN INDUSTRIAL POLICY …
175
7. This group was created through an “administrative decision” of ANRE’s
Director General, rather than by statute. In addition to one official
from NEDO and AIST, the advisory group consisted of nine academic
experts and representatives of Japan’s four main automobile firms, three
petroleum suppliers, five electric and gas utilities, and four electronics
makers.
8. The group was renamed in 2013, but there has been great continuity in
terms of leadership, membership, and policy roles.
9. Although there were some changes in the makeup of the group, the
important point is the continued role that this Advisory Council has
played in hydrogen and fuel cell policy, dating back to 1999.
10. This is a corollary of the Incerti and Lipscy (2018), view, stressing more
the influence of the industry on policy makers. However, the authors are
correct that Japanese energy policy under Abe has been mixed together
with policy to stimulate economic growth, which they label “Abenergynomics.” Japanese industrial policy has always incorporated a concern for
economic growth, and this policy was no different.
11. These are also known as “co-generation” units. Because CHP units recapture heat that would otherwise be lost, their energy efficiency rates are
relatively high, from 80% and even up to 95%, according to (Hashimoto
2015).
12. One such project began in 2005, which NEDO described as the “Demonstration of Residential PEFC System for Market Creation” (Koguchi
2010, p. 8). Another started in 2008, when NEDO helped Nippon Oil
and Seibu Gas install 150 prototype ENE-FARM units in the Kyushu city
of Maebara (Pasternack 2009).
13. While PEM stationary units had reached the target price, SOFC fuel cells
are still above it, so small subsidies are still available.
14. Toyota began its efforts to develop fuel cells for automobile use in 1992,
in part as a response to the “toughening of environmental regulations
in North America,” including the Zero-Emission Vehicle (ZEV) mandate
created by California in 1990.
15. The alliance is led by Toyota and JXTG Nippon Oil and includes Honda,
Nissan, Idemitsu Kosan, Iwatani, Tokyo Gas, Toho Gas, Air Liquide
Japan, and Toyota Tsusho (Tajitsu et al. 2018).
16. Japanese auto firms have recognized the need to reduce vehicle costs in
the coming years. Toyota, for instance, has set very ambitious targets,
aiming for production costs at 1/100 of its 2008 costs (Behling 2014,
p. 16). This would bring costs well below the costs of most hybrids and
BEVs.
175
7. This group was created through an “administrative decision” of ANRE’s
Director General, rather than by statute. In addition to one official
from NEDO and AIST, the advisory group consisted of nine academic
experts and representatives of Japan’s four main automobile firms, three
petroleum suppliers, five electric and gas utilities, and four electronics
makers.
8. The group was renamed in 2013, but there has been great continuity in
terms of leadership, membership, and policy roles.
9. Although there were some changes in the makeup of the group, the
important point is the continued role that this Advisory Council has
played in hydrogen and fuel cell policy, dating back to 1999.
10. This is a corollary of the Incerti and Lipscy (2018), view, stressing more
the influence of the industry on policy makers. However, the authors are
correct that Japanese energy policy under Abe has been mixed together
with policy to stimulate economic growth, which they label “Abenergynomics.” Japanese industrial policy has always incorporated a concern for
economic growth, and this policy was no different.
11. These are also known as “co-generation” units. Because CHP units recapture heat that would otherwise be lost, their energy efficiency rates are
relatively high, from 80% and even up to 95%, according to (Hashimoto
2015).
12. One such project began in 2005, which NEDO described as the “Demonstration of Residential PEFC System for Market Creation” (Koguchi
2010, p. 8). Another started in 2008, when NEDO helped Nippon Oil
and Seibu Gas install 150 prototype ENE-FARM units in the Kyushu city
of Maebara (Pasternack 2009).
13. While PEM stationary units had reached the target price, SOFC fuel cells
are still above it, so small subsidies are still available.
14. Toyota began its efforts to develop fuel cells for automobile use in 1992,
in part as a response to the “toughening of environmental regulations
in North America,” including the Zero-Emission Vehicle (ZEV) mandate
created by California in 1990.
15. The alliance is led by Toyota and JXTG Nippon Oil and includes Honda,
Nissan, Idemitsu Kosan, Iwatani, Tokyo Gas, Toho Gas, Air Liquide
Japan, and Toyota Tsusho (Tajitsu et al. 2018).
16. Japanese auto firms have recognized the need to reduce vehicle costs in
the coming years. Toyota, for instance, has set very ambitious targets,
aiming for production costs at 1/100 of its 2008 costs (Behling 2014,
p. 16). This would bring costs well below the costs of most hybrids and
BEVs.