Geopolitics of Oil. United States Senate Hearing 110-6

Senate 110-6. January 10, 2007. Geopolitics of Oil. United States Senate Hearing. 90 pages.

Excerpts:

Senator Jeff Bingaman (New Mexico). The idea of this hearing is to try to look at the big picture, to begin the year with an overview of the geopolitics of oil. There is a quote that my staff dug out of the files of the committee, from Scoop Jackson, when he chaired this committee back in 1980, and he said, at that time, ‘‘The world will witness a growing struggle for secure access to oil through the end of this century and into the next. This gathering energy crisis deserves the highest priority in the counsels of Government. Few other problems are more complicated, few other problems will be more difficult to resolve. Moreover, many of the policies we are currently pursuing to deal with the energy crisis are only making it worse.’’ Today, we still have the struggle for access to oil. We also, of course, have a competition among consumers that has developed, particularly with the increasing appetite for oil in places like China and India. There are great implications for the United States in all of that, both for our economy and for our national security.

GENERAL CHARLES WALD, U.S. AIR FORCE [RETIRED]

Former Deputy Commander, U.S. European Command, & member of the Energy Security Leadership Council

I recently retired from the Air Force after 35 years of service and during my career had the opportunity to fly combat over Vietnam, Cambodia, Iraq and Bosnia and learned much regarding how to use military assets to effectively solve national security problems.

But I also learned that many believed the U.S. military is solely responsible for security. I like to call this the ‘‘Dial 1-800-The-U.S.- Military’’ syndrome, because it reflects how people assume the U.S. military is a “toll-free” resource that can be called on to perform tasks that no one else has either the capability or will to execute.

I recall a recent meeting with several major global oil company executives in Kazakhstan. Before we began our discussion, one of the executives thanked me and the U.S. military for protecting the free flow of oil around the world. The executive’s world view included the expectation that the U.S. military will be there to provide worldwide security and to ensure the free flow of oil without any assistance from others. This struck me, and frankly, does not seem like a good model, particularly for the United States. The U.S. cannot and should not be everywhere to protect all the vulnerable components of the global oil infrastructure. The global economy relies on a massive oil infrastructure that stretches far beyond the Persian Gulf to pipelines in the Caucasus and offshore drilling rigs in the Gulf of Guinea. Surveying this situation, I realized that the U.S. military could not protect this vast infrastructure without partners. And, trust me, there should be partners out there, because the free flow of oil is in the best interest of many people all over the world.

With regard to the oil dependence issue, military response and capabilities are by no means the only effective tools available and in many cases are not appropriate. In fact, the single most effective step the United States can take to improve its energy security is to increase transportation efficiency. The transportation sector is responsible for nearly 70 percent of the oil the United States consumes. Within the transportation sector, oil—nearly 13 million barrels per day of it—accounts for 97% of delivered energy. More than 8 mb/d are used to fuel the over 220 million light-duty vehicles that Americans rely on for mobility.

CAFE standards legislated in 1973 during the Arab oil embargo were instrumental in helping America lower oil usage by the 1980’s, but there has been little progress since the original mileage targets were met. As a consequence, America’s light-duty vehicle fleet now has the worst average fuel efficiency in the developed world.

Some may be surprised to hear from a former General talk about fuel efficiency standards but they shouldn’t be. In the military, we learned that forced protection isn’t only about protecting weak spots, it’s also about reducing vulnerabilities before you go into harm’s way. That’s why lowering the Nation’s demand for oil is so critical.

Nearly all of our U.S. military commands have some oil security tasks and in essence they provide a blanket of security that benefits all nations. Central Command guards access to the oil supplies in the Middle East; Southern Command defends Colombia’s Cano Limon pipeline; Pacific Command patrols the tanker routes in the Indian Ocean, the South China Sea and the Western Pacific; and my last assignment, as deputy commander of European Command, which included, by the way, most of Africa. We patrolled the Mediterranean, provided security in the Caspian Sea and off the West Coast of Africa.

During that assignment, I became more appreciative of the size and scope of the oil security challenge. While surveying that challenge, it became apparent that the U.S. military could not protect that vast infrastructure without partners—and trust me, there should be partners in this mission. The free flow is clearly in the best interests of people all over the world. These interested parties certainly cannot replicate all the capabilities of the U.S. military, but their contributions can free up military tasks that only the U.S. military can successfully accomplish.

The armed forces of the United States have thus far been successful in fulfilling our energy security mission and they continue to carry out their duties professionally and with great courage. As a result of this success, many have come to believe—and I believe, falsely—that energy security can be achieved solely by military means. We need to change this paradigm because the U.S. military is not the best instrument for confronting all the strategic dangers emanating from oil dependence. The 1973 oil embargo is the most famous example of the use of energy as a political strategic weapon.

THE MILITARY’S HISTORICAL INVOLVEMENT IN ENERGY SECURITY

Since 1980, the U.S. Government, through military application, has put about $50 billion to $60 billion a year into the Persian Gulf. That doesn’t count the current Iraq war or the 1990 Iraq war. And that’s good for our country, for security interests, but the problem is, we’re subsidizing world energy. There is nobody else in the world doing this, and really, if you look at how much we’re paying per gallon, me, as a U.S. citizen today, for gasoline, you could almost say it’s $7 a gallon, based on the fact that we’re subsidizing world security on this issue.

The United States protects the global oil trade for the benefit of all nations. In part, this is because the U.S. has unmatched military capabilities. But another reason is that other nations know the U.S. military is out there doing the job.

The implicit strategic and tactical demands of protecting the global trade have been recognized by national security officials for decades, but it took the Carter Doctrine of 1980, proclaimed in response to the Soviet Union’s invasion of Afghanistan, to formalize this critical military commitment.

The Carter Doctrine committed the U.S. to defending the Persian Gulf against aggression by any ‘‘outside force.’’ President Reagan built on this foundation by creating a military command in the Gulf and ordering the U.S. Navy to protect Kuwaiti oil tankers during the Iran-Iraq War. The Gulf War of 1991, which saw the United States lead a coalition of nations in ousting Iraqi leader Saddam Hussein from Kuwait, was an expression of an implicit corollary of the Carter Doctrine: the U.S. would not allow Persian Gulf oil to be dominated by a radical regime—even an ‘inside force’ that posed a dangerous threat to the international order. More recently, the security agenda in the Gulf has expanded beyond state actor aggression to include concerns about terrorist attacks on facilities and supply lines.

THREATS ABOUND

Since issuing his 1996 ‘‘Declaration of War’’ against the U.S. and its partners, Osama bin Ladin has warned of attacks on oil installations in the Persian Gulf. Last year, the world came close to experiencing an oil supply shock when an Al- Qaeda attack on the Abqaiq facility through which approximately 60% of Saudi Arabian oil exports pass was barely foiled. In addition to attacking physical infrastructure, Al Qaeda operatives have also targeted expatriates in their residential areas, in particular in Riyadh, Saudi Arabia (October 2002) and in al-Khobar (May 2004).

Iraq is also the scene of persistent insurgent and terrorist attacks on pipelines and pumping stations, especially in the North of the country. These attacks have severely limited Iraqi oil exports to the Mediterranean through Turkey, and they are a major reason why Iraqi oil production has stubbornly remained below its prewar peak. The lost output has cost Iraq billions of dollars at a time when it needs every dollar and while U.S. taxpayers have spent billions on the reconstruction of the country. But if violence continues, and especially if it spreads to the south, where most of the oil and export facilities are located, then all of Iraq’s oil production could be at risk. The implications of this supply cut would be severe.

The danger of attacks on shipping is proven—in October 2002, the French supertanker Limburg was rammed by a small boat packed with explosives off the coast of Yemen. Most oil shipments have to pass through a handful of maritime chokepoints. Roughly 80% of Middle East oil exports pass through the Strait of Hormuz (17 mb/d), Bab el Mandeb (3 mb/d), or the Suez Canal/Sumed Pipeline (3.8 mb/d). Another 11.7 mb/d pass through the Straight of Malacca and 3.1 mb/d through the Turkish Straits. All of these passageways are vulnerable to accidents, piracy, and terrorism. Since alternative routes are lacking, the effect of a major blockage at one of these points could be devastating. Even unsuccessful attacks on tankers are likely to raise insurance rates and thus oil prices.

MILITARY POWER HAS LIMITS

The armed forces of the United States have been extraordinarily successful in fulfilling their energy security missions, and they continue to carry out their duties with great professionalism and courage. But, ironically, this very success may have weakened the nation’s strategic posture by allowing America’s political leaders and the American public to believe that energy security can be achieved by military means alone. We need to change the paradigm, because the U.S. military is not the best instrument for confronting all of the strategic dangers emanating from oil dependence. This is particularly true when oil is used a political weapon.

The 1973 Arab embargo is still the most famous example of the use of energy as a political strategic weapon. But in recent years, it has been Russia that has shown the most willingness to play this dangerous game, as at the beginning of 2006, when it stopped natural gas exports to the Ukraine, which in turn withheld the natural gas destined for Western Europe. The danger of conflict with a nuclear power like Russia should make it abundantly clear that there are limits on how we can use military power to guarantee energy flows. But we can take political steps to counter Russia’s brandishing oil and natural gas as political weapons. Russia wants to join the World Trade Organization (WTO) as a full member. Russia’s entry into this organization must be made contingent on its behavior. Russia must make a commitment to fostering energy security; there should be no reward for sowing insecurity.

Of course, energy exporting governments don’t need to resort to full-fledged embargoes to hurt the U.S. and other importers. Exporters can manipulate price through less drastic production cuts. Tellingly, after oil prices dropped from their 2006 peak of $78 to about $60 in the U.S. market, OPEC members began to cut back on production. Governments in oil-producing countries can also constrain future supply through investment decisions that lead to long-term stagnant or glowing growth in production and exports, or even decline. Often enough, future supply destruction is the unintended or accepted consequence of an insistence on government control of natural resources. Currently, an estimated 80-90% of global oil reserves are controlled by national oil companies (NOCs), which are highly susceptible to being constrained by political objectives, even if these undermine long-term supply growth.

State-controlled production is frequently inefficient, relying on outdated technology and reserve management techniques. Russia, whose government has made it abundantly clear that it wants to maintain near absolute control over its energy resources. This power grab has curtailed foreign investment, and ultimately limited production as well. Russia’s oil industry stands as a testament to the dangers of political meddling in oil production. After the collapse of the Soviet Union, Russian production plummeted to only 6 mb/d in the mid-1990s, but then the efforts of private companies helped push production back to over 9 mb/d, achieving 10% annual growth rates in 2003 and 2004.1 However, with the subsequent expropriations of private enterprises such as Yukos, the production growth curve has flattened. Government control over production in Russia will also adversely impact the massive Shtokman natural gas field and Sakhlain-2 oil projects. President Putin has determined that tight government control of resources is more important than the greater revenue that would accrue from increased production achieved through cooperation with Western oil companies.

In an oil-dependent world facing increasingly tight supplies, the growing power of oil exporting countries and the shift in strategic calculations of other important countries have all added up to lessen U.S. diplomatic leverage.

Iran, which exports to the United States’ European and Asian allies, has threatened the use of the oil weapon to retaliate against efforts to constrain their nuclear program. The European Union relies on Middle Eastern oil, and Russian gas continues to complicate U.S. foreign policy efforts, especially when considering our efforts to stop Iran from developing nuclear weapons. China, with its rapidly growing dependence on foreign oil also blocks U.S. diplomatic initiatives in an effort to strengthen its own ties with oil exporters.

Given all these factors, it is imperative that the United States make energy security a top strategic priority. Toward that end, we should mobilize and leverage all of our national security resources, including our economic power, our investment markets, our technological products and our unsurpassed military strength. Curtailing demand is the most important security step we can take.

We need a comprehensive national security strategy for energy security. We must be prepared for sudden supply shocks triggered by terrorism or politics. We must promote greater diversity of fuel options while improving the efficiency of our Nation’s fleet.

Senator Pete V. Domenici (New Mexico). I think it is most beneficial that we put into perspective who owns access to the oil in the world today. It is rather frightening when you get just that picture before you …, to know how things have changed dramatically and how little of the oil of the world is owned by the American companies that we are constantly arguing with and how little these oil companies of America have access and/or control over these oils. I have had staff reduce the world’s oil to a chart that shows where we are, and there is no question that private investors are already at a disadvantage. The rise in national oil companies has decreased access to reserves through the use of strategic energy agreements between governments. U.S. companies are being squeezed out. Examples are the Chinese national oil company’s development of an energy production agreement in Sudan and Iran, Russia’s reclaiming of oil producing assets from Yukos to form a state oil company and just yesterday, Venezuelan President Hugo Chavez called for the end to foreign ownership of crude oil refineries in the Orinoco region. This activity further limits investment opportunities for investor-owned companies. These trends are doubly concerning, given the many producer nations, political instability, and the lack of a legal system for enforcement of contract rights resulting in only a sufficient capital investment in the infrastructure necessary to sustain existing production, much less new capital on line.

Senator Gordon H. Smith (Oregon): Hurricane Katrina showed how vulnerable the United States is to a domestic supply disruption. It also helped us to understand how geographically concentrated U.S. refining capacity has become. All of these factors should lead us to reexamine our energy security strategy. We cannot reduce our dependence on oil without aggressively addressing the transportation sector. Transportation accounts for 70 percent of our nation’s oil use, and the transportation sector is almost exclusively fueled by oil. CAFE standards for automobiles have been stagnant for more than a decade. In 2002, I joined with Senators Kerry and McCain to sponsor an amendment to the energy bill to increase CAFE standards to 36 miles per gallon by 2015. We were told at the time that this would harm the domestic auto industry and reduce consumer choice.

Senator Bernie Sanders (Vermont). [Note: I’ve included most of his testimony because he is now a candidate for President in 2016]

I am pleased to be a member of the Energy and Natural Resources Committee and look forward to the excellent work that this Committee will be doing to ensure a more sane energy policy for our country. Whether it is requiring an increased commitment to renewable sources of energy in the electricity sector or to ensuring appropriate royalty payments from drilling on our public lands, this Committee has a tremendous responsibility. The geopolitics of oil is a topic that none of us can afford to ignore and while I don’t agree with every idea put forward by today’s witnesses, I thank them for their time to address us this morning. What is most striking to me is that, in the prepared testimony, each of the witnesses discusses the dire need to increase efficiency in our transportation sector. I believe—in no uncertain terms—that our failure to increase mileage standards has let the American people down. As consumers look to make each and every dollar go further, they find that, despite the technology being available, their automobiles get the same, or worse—even lower, gas mileage than they did twenty years ago. Additionally, as we grapple with global warming, I believe we must do everything we can to get the most out of each gallon of fuel because the emissions from our cars are simply off the charts. In fact, in Vermont, vehicle emissions are the single largest source of greenhouse gas emissions. I hope, with the help of the witnesses, that we can begin moving forward by starting with a serious discussion of increasing CAFE standards.

Senator Byron L. Dorgan (North Dakota): Oil is critically important. We will always use fossil fuels, always need oil. We suck about 84 million barrels out of the earth a day. Here, in the United States, with our population, we use 1/4 of all the oil that is sucked out of this earth. We are overly dependent on foreign sources of oil, especially given the national security implications of that dependency, and yet I think we’re baby stepping on these issues.   When we passed the energy bill of 2005, I was proud of it. It moves us down the road, but we need to be much bolder and much, much more aggressive, and I think what we will hear today is about the national security implications of us not doing the right thing and not being bold enough.

Senator Ken Salazar (Colorado): I think that the energy issue, at the end of the day, is one of the very most important issues, perhaps one of the top two issues that face our world today

LINDA G. STUNTZ, on behalf of a Council on Foreign Relations Independent Task Force

Linda is a partner with Stuntz, Davis and Staffier and has been involved previously with the Department of Energy in a high position and, most recently, was part of the Council on Foreign Relations Task Force that worked up a report on the national security consequences of U.S. oil dependency.

It is an honor to be before you today to discuss the report prepared by an independent task force organized by the Council on Foreign Relations, released this past October, entitled, as you described, The National Security Consequences of U.S. Oil Dependency. Today, let me highlight four points from this report.

First, you will not find in this report support for the concept of energy independence for this country. As much as I know many of you on both sides of the aisle espouse this, it is, in fact, unrealistic. Barring Draconian measures, the United States will depend on imported oil for a significant fraction of its transportation fuel needs for the next several decades. Moreover, so long as we consume any oil, even if it is produced domestically, we will be affected by what happens in the global oil market, just as corn or other markets of that nature are affected. We cannot wall ourselves off for that market. Our allies are also dependent on this oil.

Second, the constraints on foreign policy caused by energy require greater integration of foreign policy and energy policy. The newspapers this morning and every morning are replete, whether in Asia, Africa, South America or even Europe, with incidents of energy and foreign policy intermingling, yet the task force was unanimous in the view that energy issues have not received sufficient attention in the formulation and implementation of U.S. foreign policy. Among other things, the task force recommends that an energy directorate be established at the National Security Council, similar to those that exist now, for counter-proliferation defense policy and international economics.

Third, and it was highlighted by Senator Domenici in his opening speech, one of things that I believe has changed since Senator Jackson and I and some of you first began looking at this very difficult challenge of energy security is the increasing role of national oil companies. The reality today is that national oil companies control some 3.4 of the world’s oil reserves, as best we can tell. Exxon ranks #14.

Fourth, in order to address the national security consequences of U.S. oil dependency, we need a comprehensive approach. And this will not be a surprise or news to this committee, but we need it all, we cannot focus on one or the other. We need to increase the efficiency of oil use, primarily in transportation fuels. We need to use alternative fuels. We need to diversify oil supplies, particularly outside the Persian Gulf, which includes in the United States. We need to make oil and gas infrastructure more efficient and secure. And we need to increase the investment in new energy technologies. The task force considered—and had a lively debate on—increasing the gasoline tax, increasing CAFE requirements and a tradable permit program for gasoline allowances. Again, it will probably be no surprise to you that while the task force unanimously believed we needed to do one or several of these things, we did not have an agreement on which one of these should be pursued.

Every 10 days, China is opening a coal plant with the capacity to serve a town the size of Dallas or San Antonio. Most of those coal plants are not controlled even as well as most of the plants in the United States. They don’t even have the base technology that we are putting on right now. A fifth of them are actually characterized as illegal because they haven’t been approved by the Federal Government of China.

ROBERT D. HORMATS, Vice Chairman, Goldman Sachs (International)

I was economic advisor to Dr. Henry Kissinger on the National Security Council staff in the mid 1970s when this country experienced its first energy crisis after the 1973 Yom Kippur War, and participated in his Middle Eastern shuttle diplomacy during the period that followed. At that time, I had high hopes that the Arab oil embargo, the sharp increase in the price of oil, and the longlines at gas stations would produce a bipartisan consensus on energy policy and jolt our nation into a bold and effective effort to reduce oil dependence and future vulnerability.

Let me make just a few points about the situation we face today. First is that we have a history in this country of going through periods of great crisis followed by periods of prolonged complacency and that has caused energy policy to be sort of light switch—on/ off. But when prices fell later in the decade, a sense of complacency set in. Then we were hit by another crisis that caused oil prices to spike at the end of the 1970s; that was triggered by the fall of the Shah of Iran and the Iranian Revolution. Complacency set in once again after that crisis receded and prices fell. Another oil crisis occurred in 1990 when Iraq invaded Kuwait, after which the sense of urgency about dramatic alterations in energy policy and use faded again. Decade after decade our dependence on foreign oil has risen. In the mid-1970s, 35% of this nation’s oil consumption was supplied by imports. Now, three decades later, it is 60%.

American dependence on potentially vulnerable oil supplies continues to grow, with little prospect that it will change—despite the fact that we are engaged in a War on Terrorism in which oil imports by the U.S. and other nations provide funds to nations hostile to the U.S. and countries friendly to us. It is often said that ‘‘9/ 11 changed everything!’’ Sadly, in the area of energy policy it hasn’t changed very much. American oil vulnerability continues unabated.

There are several national economic and security consequences of this situation:

  • If the situation in Iraq continues to deteriorate and other oil producing nations become more involved, the risks increase to oil supplies not only from disruptions in Iraq but also from greater tensions between the Sunni nations on the western side of the Persian Gulf and the Shiites on the eastern side, with oil facilities and shipments becoming increasingly vulnerable. Moreover, added western pressures on Iran over its nuclear program could lead to oil disruptions or threats thereof
  • The American economy remains highly vulnerable to supply disruptions in oil exporting nations; these could result from acts or terrorism, political instability, efforts to use oil as leverage, or natural calamities
  • High oil prices resulting from strong demand from countries such as the U.S. and other major importers give countries such as Iran and Venezuela added resources to take actions inimical to American interests
  • Oil-dependent friends and allies feel more vulnerable to the pressures and potential use of oil leverage from supplying countries and therefore are reluctant to side with the U.S. on key issues affecting those suppliers
  • Oil-related tensions and competition are likely to intensify—as countries such as China seek to lock up scarce supplies or make political deals to solidify long term supply relationships, or suppliers such as Russian and Iran use oil as leverage to extract political concessions from consumers.

My concerns about this untenable and dangerous situation led me—together with a group of other concerned citizens to join the Energy Security Leadership Council in an effort to press for greater and more resolute national action on this matter— and for an end to the divisive, highly polarized debate that has stymied genuine progress on many fundamental issues. The Council, a project of Securing America’s Future Energy (SAFE), is a nonpartisan group of business executives and retired military leaders. It recently unveiled a report entitled ‘‘Recommendations to the Nation on Reducing U.S. Oil Dependence.’’ (I will discuss a few of these later in my testimony, along with a number of recommendations that I believe can also contribute to progress in this area.) The members of the Council believe that America’s energy security is in a perilous state. Along with my fellow Council members, I am convinced that America’s leaders must move quickly and steadfastly to confront our high level of oil dependence as a profound national security challenge.

Energy policy really has not changed very much. We’re fighting a war on terrorism. We are spending money, lots of money, for oil. We’re heavily dependent on countries that are very unreliable suppliers. A large portion of money is spent by us and other importers, and goes to countries whose interests are hostile to those of the United States. Some of that money finds its way into terrorist hands. We should accept the fact that that is the case. So what we’re doing now is we’re fighting in a post-9/11 environment with a pre-9/11 energy policy. It is simply not sufficient to deal with the national security crisis that we face today. The crisis is a geopolitical one and the vulnerability of this country to disruptions— look what is happening in Nigeria today, kidnappings of people on these oil rigs. We have Venezuela making very tough statements about further nationalization. We have Russia using oil as a political lever. We have instability in the Middle East. If Iran deteriorates further in the relationship—that will affect oil. It has happened before. If Iraq deteriorates further and the civil war increases and other countries start getting involved, then you have additional tensions. If you have tensions between the Shiites on one side of the Persian Gulf and the Sunni on the other, that’s going to make transportation of oil all the more vulnerable. And therefore, we have to come up with a much bolder set of energy policies for national security reasons.

I think Linda has made a very good point: energy independence, at this point, is not possible, but we can manage our vulnerability a lot better than we are doing today and it’s the vulnerability that is the huge problem. Calls for ‘‘energy independence’’ offer a false promise to the American people. Even if the U.S. could substitute domestic energy for all foreign oil—a goal the Council believes to be impossible—American economic prosperity would still be linked to the health of a global economy dependent on international oil flows.

How do we do that? We have the capability, for instance, by insisting on tougher fuel standards for automobiles, to improve the efficiency with which we use oil. And it’s quite possible to do. It’s within the realm of technological possibility. Now there may be reasons why you can’t go as fast as we would like, but there should be the target of much greater energy fuel—oil fuel efficiency standards. The goal ought to be to reduce the efficiency—to improve the efficiency of the use of oil as a transportation fuel because, by and large, in this country, oil is a transportation fuel and if we can’t address that issue, we’re not going to address the overall vulnerability issue.

One key goal must be to make America’s prosperity less dependent on a commodity the production level of which responds only very slowly to changes in price. Combine this price inelastic supply with 1) the vulnerability of oil supplies to various types of disruption, 2) the fact that some countries see oil as a political as well as an economic commodity, and 3) the fact that much of the world’s production is in the hands of state owned oil companies, many of which use oil revenue for political or social ends rather than reinvest it in new production capacity, and you have the recipe for severe energy-related economic disorder.

By 2020, world energy demand is forecast to jump by 50% over 2000 levels, with most of the increase coming in developing countries. The safe and affordable delivery of all this energy is by no means assured. Even if resources turn out to be sufficient in the aggregate, their distribution will not map closely to the topography of demand. The resultant uncertainty of supply and upward pricing pressure will exacerbate international tensions stemming from non-energy issues. Oil provides only 40% of global energy, but, as the premier transportation fuel, it has emerged as the touchstone of the world’s energy outlook. On both economic and psychological grounds, oil price spikes threaten the prosperity of many nations, including many of the poorest on this planet. They also sow the seeds of tension between exporting and importing nations, among consuming nations, and among different groups within countries. Indeed, since so much oil is used for personal transportation, oil prices have an enormous impact on the pocketbooks of virtually every American family. Correspondingly, policy efforts that impact oil’s cost and availability must take into account the interests of the average American family and quickly become major political issues.

America’s Clear and Present Dangers

For much of the last century, surplus domestic oil production reduced U.S. vulnerability to oil disruptions elsewhere in the world. But America’s oil production is now dwarfed by current consumption. Thus, while the U.S. remains the third largest oil producer in the world, domestic production can satisfy barely 40% of its requirements.

The U.S. generates 28% of the world’s goods and services while consuming roughly a quarter of its oil production. This may seem like a balanced, even favorable energy equation, but closer inspection reveals a different story. Despite considerable progress toward more efficient energy use, America requires substantially more oil to create a dollar of Gross Domestic Product (GDP) than is the case in most other developed countries. Some of this differential in ‘‘oil intensity’’ can be attributed to our nation’s vast size, the dispersion of our population, and less reliance on public transportation. Global military obligations, which are inextricably linked to our commitment to secure the flow of oil for the benefit of all nations, further increase American consumption. But even with these extenuating factors, there can be little doubt that the U.S. can and must use energy far more efficiently.

America’s long-term supply and demand balance is no more encouraging. U.S. oil demand is expected to grow 24% over the next two decades, and even if new discoveries raise its current 3% share of global oil reserves, our nation will almost certainly still require substantial amounts of petroleum imports. Import dependence will also define energy security for our key allies and most of the world’s manufacturing nations. Unfortunately, the developed nations that consume most of the world’s oil are not in a good position to produce the fuels they need.

A large portion of the world’s oil reserves are owned by state-owned or controlled oil companies in non-O.E.C.D. countries. It is worth underscoring this point—especially because when oil prices were rising last summer there were many accusations, misguided in my view, that this was a conspiracy among the big oil majors, when in fact the six largest state oil companies have ten times the reserves of the top six privately owned companies. Some of these state companies are highly efficient and well run, but others are highly politicized and are not able to utilize their profits to increase production or modernize capacity. Because of the large state company role in the world’s oil markets, there is not a ‘‘free market’’ for oil. As a result, a substantial portion of production is politically influenced and production decisions and practices are frequently economically suboptimal.

With each passing year, the global oil trends now at work—rising consumption, reduced spare production capacity, politicized spending decisions, and potentially high levels of instability in key exporting countries—all increase the likelihood of an energy crisis. The odds in favor of a crisis are further heightened by the rise of terrorist movements bent on targeting critical elements of the world’s vulnerable oil production, processing, and delivery infrastructure.

Given today’s precarious balance between oil supply and demand, taking even a small amount of oil off the market could cause prices to rise dramatically. In Oil Shockwave, a cabinet-level oil crisis simulation conducted in 2005 by SAFE and the National Commission on Energy Policy (NCEP), a 4% global shortfall in daily oil supply—only 3.5 million barrels in a 84 million barrel daily market resulted in a 177% increase in the price of oil, to over $150 per barrel. The simulation was played out by men and women who have served in the highest ranks of the U.S. government; Robert M. Gates, our current Secretary of Defense, for example, filled the role of National Security Advisor. The hypothetical scenarios put before the participants were designed to simulate a decline in world oil production due to regional instability and to terrorism. The incidents were completely plausible, and some, such as unrest in Nigeria, have subsequently come to pass. But there was little these skilled officials could do to stop a gut-wrenching increase in the price of oil. Indeed, one of the major lessons of the simulation was that the Strategic Petroleum Reserve (SPR), the emergency supply of federally owned crude oil, offers only very limited protection against a major supply disruption. Emergency reserves cannot sustain the United States through a prolonged crisis, and it will be extremely difficult to reach political consensus on when it is appropriate to begin using them.

Even under normal conditions, oil dependence has severe economic consequences. In 2005, direct outlays for imported oil accounted for a third of the country’s $800 billion current account deficit. In 2006 prices, these outlays have gone still higher. By diverting funds away from domestic consumption and investment, oil imports put a drag on U.S. economic growth and undercut the nation’s long-term competitive position. Oil dependence also adds billions to our defense expenditures by making overseas protection of oil supplies a high strategic priority.

There Are No Silver-Bullet Solutions

Improving efficiency: In the view of the Council, the most important thing the U.S. can do to lessen its oil dependence in the near and medium-term is to utilize oil considerably more efficiently. With the goal of once again halving oil intensity— as in the 1980s and 1990s—in the space of two decades, Americans can do much to protect the economy against the effects of oil shocks that can be unleashed by forces beyond our control. Improved vehicle fuel efficiency is the single most important avenue for further cutting the nation’s oil intensity.

We must face the hard fact that in the U S. oil is primarily a transportation fuel; unless we can dramatically curb the use of oil in our cars and trucks, we will be unable to reduce our oil dependence. Reliance on a single non-substitutable input creates profound economic dangers. Currently the direction is not positive; through 2030 oil usage by SUVs and light duty trucks is expected to surge by roughly 77%. The transportation sector accounts for nearly 70% of all the oil the country uses; and oil fuels almost 97% of all transportation. With most of the vehicles on the nation’s roads operating at efficiency levels far below what is achievable with currently available technologies, there is a clear opportunity to realize sizable fuel economy gains without overall loss of safety or functional utility. We propose empowering the National Highway Traffic Safety Administration (NHTSA) to mandate annual fuel efficiency increases of 4%.

In his 1975 State of the Union address, President Ford recognized the energy dangers threatening the country. He expressed a ‘‘very deep belief in America’s capabilities,’’—its innovative capacity and technological skills to overcome its growing dependence on imported oil. He also rallied support for fuel efficiency standards. I share President Ford’s optimism in the capacity of Americans to respond to the challenge of growing energy dependence, and his belief that Americans will rally around tougher energy measures, if they are given strong leadership.

America has a long history of pulling together in the face of national security challenges. I am currently completing a book entitled The Price of Liberty: How America Pays for its Wars.

In all the major national security challenges of the twentieth century, Americans demonstrated a remarkable willingness to make patriotic wartime sacrifices. During World War I and World War II, American’s not only paid dramatically higher taxes but also participated in massive bond drives to mobilize billions of dollars to support out troops.

Roosevelt’s Secretary of the Treasury Henry Morgenthau, when asked about the significance of such drives, said that they were launched not only to raise massive amounts of funds, but also to respond to people who asked ‘‘What can I do to help.’’

Today, the answer to this question lies not in buying more bonds but in buying less gasoline. Since 9/11 there have been no major bond drives as in past wars—and only limited steps to reduce our dependence on oil. The time has come to recognize that energy security is central to the national security challenges of twenty-first century, and to present the American people with the unvarnished truth regarding how oil affects the struggle in which we are engaged. We must meet the threats we face in the same spirit as our parents and grandparents during past wars—with farsighted patriotism and willingness to compromise narrow partisan, ideological, philosophical and economic positions in the long-tern national interest.

 

FLYNT LEVERETT, Senior fellow & Director, Geopolitics of Energy Initiative, New America Foundation, Washington, DC;  visiting professor of Political Science at MIT

I will start with a very stark assessment and that is, in my view, during the next quarter century, the most profound challenges to America’s continued global leadership will flow from the strategic and political consequences of the structural shifts in global energy markets that previous witnesses have been laying out for you.

On both the supply and demand side of the global oil market, we have seen strategic and political responses to the kinds of structural shifts that Dr. Birol and others have described for you. On the supply side, we’ve seen the rise of what a lot of folks call ‘‘resource nationalism’’. Resource nationalism is often defined as national government with oil and gas resources asserting their ownership rights over those resources in ways that work against the interests of international energy companies, something like Mr. Chavez’s recent declaration about nationalizing projects to develop extra heavy crude in the Orinoco region. But there is another dimension to resource nationalism that I think is very important here and that is the use by energy suppliers of their status as suppliers in a tight market as a source of political leverage. Venezuela is a good example in this hemisphere, obviously Russia is an important example, but there are many others that you could lay out that are very important for American interests. Saudi Arabia, for example, using its unique status as the swing producer in the world oil market to cultivate a kind of alternative strategic partnership with China, as a hedge against a further deterioration in its traditional strategic partnership with the United States. This phenomenon, this aspect of resource nationalism will, I think, pose an increasingly serious set of challenges to American interests in coming years.

Resource nationalism and resource mercantilism pose significant challenges to American interests, each in its own way, but I would also point out that these two phenomena can intersect in some particularly challenging ways for the United States. One of the ways in which they intersect is in what I have described as a ‘‘new axis of oil’’, namely a loose coalition of states— energy-producing states and energy-importing states, loosely organized around a Sino-Russian axis. This axis of oil is bolstering Sino-Russian cooperation on a whole host of strategic issues and I believe this axis of oil is emerging as the principle counterweight to American hegemony in global affairs.

The axis of oil, this Sino-Russian axis of oil, has been quite successful over the last 2 to 3 years in essentially rolling back the projection of U.S. influence into central Asia following the September 11 terrorist attacks. Russia and China have cooperated in standing up the Shanghai Cooperation Organization, the world’s largest regional security organization and the only such organization in the world in which the United States is not a participant. Working together in the Shanghai Cooperation Organization, Russia and China have basically been able to lock us out of central Asia.

Iran’s resource base is truly impressive. If you take its gas reserves— the second largest in the world—convert them into barrels of oil equivalent, and add them to their oil reserves—also the world’s second largest—you basically have a situation in which the aggregate hydrocarbon reserves of Iran and the aggregate hydrocarbon reserves of Saudi Arabia are effectively the same. And each of those countries is significantly larger in terms of aggregate hydrocarbon reserves than Russia. What this means, given Iran’s low rate of production, is that Iran is basically the only major energy producing country in the world that has the resource potential to increase its production of both oil and natural gas by orders of magnitude in coming decades. But to do that, Iran is going to have to get a lot of investment and a lot of technology transfer.

I think that the question of the possibilities for Russian and Iranian cooperation on energy matters is an issue that has potentially very, very profound geopolitical and geostrategic implications for the United States. Russia and Iran together control almost half of the world’s proven reserves of natural gas. If those two countries are cooperating, coordinating in terms of the way they develop and market their gas exports, they could be potentially twice as influential in the global gas trade as Saudi Arabia is in the global oil trade. And I think that within the last 18 months, Russia and Iran have announced their intention to begin cooperating in this area. There is a highlevel Russian/Iranian working group set up to do this. A senior official of Gazprom chairs it on the Russian side, the deputy oil minister of Iran chairs it on the Iranian side, and Russia and Iran are discussing an increasingly wide array of potential energy initiatives, marketing projects and pipeline projects that would increase both Iranian and Russian influence in regional energy markets.

The potential for Russian and Chinese cooperation to develop Iran’s hydrocarbon resources, I think, the potential for that cooperation and its impact on American interests goes beyond Iran. Such cooperation has the potential, basically, to remake the geopolitics of all Eurasia; to establish Moscow as a leading energy supplier, not just to Europe, but also to Asia; to have Moscow as the major influence on energy trade in this part of the world and to consolidate the Sino-Russian axis of oil as the leading counterweight to American hegemony in regional and international affairs.

I think there needs to be a grand bargain between the United States and the Islamic Republic of Iran. My criticism of the Baker-Hamilton Iraq Study Group recommendations on engaging Iran is not that they go too far, but that they don’t go far enough. Unless there is a comprehensive deal between the United States and Iran in which all of the major bilateral differences between the U.S. and Iran are resolved in a package, not only will there be no diplomatic solution to the nuclear issue, but basically, the United States will lose the race for Iran that I described to you a few minutes ago. I think it is very important that the United States embrace a comprehensive wrap approach with Iran as an important foreign policy objective.

In my view, the most profound challenges to America’s global leadership during the next quarter century are not posed by the risk of strategic failure in Iraq, further proliferation of weapons of mass destruction, or the growth and consolidation of extremist forces in the Islamic world. Rather, the most profound challenges to U.S. preeminence during the next 25 years flow from the strategic and political consequences of ongoing structural shifts in global energy markets, especially the global oil market. Most notably, cooperation between China and Russia on energy matters is bolstering Sino-Russian cooperation on strategic issues, effectively creating a Sino-Russian ‘‘axis of oil’’ as the principal counterweight to America’s global hegemony.

FATIH BIROL, CHIEF ECONOMIST, HEAD OF THE ECONOMIC ANALYSIS DIVISION, INTERNATIONAL ENERGY AGENCY, PARIS, FRANCE. Looking at the next few decades, we think the world is facing twin energy-related threats. One is the increasing risk for energy security and the second one is the energy-related environmental concerns.

  1. The world is facing twin energy-related threats: that of not having adequate and secure supplies of energy at affordable prices and that of environmental harm caused by its use. The World Energy Outlook 2006 confirms that fossil-fuel demand and trade flows, and greenhouse-gas emissions would follow their current unsustainable paths through to 2030 in the absence of new government action—the underlying premise of the Reference Scenario. It also demonstrates, in an Alternative Policy Scenario, that a package of policies and measures that countries around the world are considering would, if implemented, significantly reduce the rate of increase in demand and emissions. Importantly, the economic cost of these policies would be more than outweighed by the economic benefits that would come from using and producing energy more efficiently.
  2. Oil demand grows by 1.3% per year through 2030 in the Reference Scenario, reaching 116 million barrels per day (mb/d) in 2030—up from 84 mb/ d in 2005. The pace of demand growth slackens progressively over the period. More than 70% of the increase in oil demand comes from developing countries (notably China and India), which see average annual demand growth of 2.5%.
  3. The transport sector absorbs most of the increase in global oil demand. In the OECD, oil use in other sectors barely increases at all. In developing countries too, transport contributes the bulk of the increase in oil demand. The lack of cost-effective substitutes for oil-based automotive fuels will make oil demand more rigid.
  4. Oil supply is increasingly dominated by a small number of major producers, most of them in the Middle East, where oil resources are concentrated. Non-OPEC production of conventional crude oil is set to peak within a decade. OPEC’s share of global supply grows significantly, from 40% now to 48% by 2030. Iran and Iraq have significant potential to expand their production, but Saudi Arabia remains by far the largest producer. The need for more transparent and comprehensive data on oil (and gas) reserves in all regions is a pressing concern.
  5. The oil industry needs to invest a total of $4.3 trillion (in year-2005 dollars) over the period 2005-2030, or $164 billion per year. The upstream sector accounts for the bulk of this. Almost three-quarters of upstream investments will be required to maintain existing capacity.
  6. A critical uncertainty is whether the substantial investments needed in the oil production sector in key Middle East countries will, in fact, be forthcoming. These governments could choose deliberately to develop production capacity more slowly than we project in our Reference Scenario. Or external factors such as capital shortages could prevent producers from investing as much in expanding capacity as they would like. As demonstrated by a Deferred Investment Case, slower growth in OPEC oil production drives up the international oil price and, with it, the price of gas.
  7. The new policies analyzed in the Alternative Policy Scenario halt the rise in OECD oil imports by 2015. OECD countries and developing Asia become more dependent on oil imports in 2030 compared to today, but markedly less so than in the Reference Scenario. Global oil demand reaches 103 mb/d in 2030 in the Alternative Policy Scenario—13 mb/d lower than in the Reference Scenario. Additional policy measures to promote improved fuel efficiency of cars and trucks, as well as a greater market share for biofuels, therefore have the effect of improving energy security.
  8. Our analysis demonstrates the urgency with which policy action is required. Each year of delay in implementing the policies analyzed would have a disproportionately larger effect on energy security. Yet there are formidable hurdles to be overcome. It will take considerable political will to push through the policies and measures in the Alternative Policy Scenario, many of which are likely to encounter resistance from some industry and consumer groups. Politicians need to spell out clearly the benefits to the economy and to society as a whole of the proposed measures. In most countries, the public is becoming familiar with the energy-security and environmental advantages of action to encourage more efficient energy use and to boost the share of renewables.

SUPPLY: Resources and Reserves

According to the Oil and Gas Journal, the world’s proven reserves2 of oil (crude oil, natural gas liquids, condensates and non-conventional oil) amounted to 1293 billion barrels3 at the end of 2005—an increase of 14.8 billion barrels, or 1.2%, over the previous year. Reserves are concentrated in the Middle East and North Africa (MENA), together accounting for 62% of the world total. Saudi Arabia, with the largest reserves of any country, holds a fifth. Of the twenty countries with the largest reserves, seven are in the MENA region (Figure 2). Canada has the least developed reserves, sufficient to sustain current production for more than 200 years. The world’s proven reserves, including non-conventional oil, could sustain current production levels for 42 years.

The amount of oil discovered in new oilfields has fallen sharply over the past four decades, because of reduced exploration activity in regions with the largest reserves and, until recently, a fall in the average size of fields discovered. These factors outweighed an increase in exploration success rates.

A lack of reliable information on production decline rates makes it difficult to project new gross capacity needs. A high natural decline rate—the speed at which output would decline in the absence of any additional investment to sustain production— increases the need to deploy technology at existing fields to raise recovery rates, to develop new reserves and to make new discoveries. Our analysis of capacity needs is based on estimates of year-on-year natural decline rates averaged over all currently producing fields in a given country or region. The rates assumed in our analysis vary over time and by location. They range from 2% per year to 11% per year, averaging 8% for the world over the projection period.5 Rates are generally lowest in regions with the best production prospects and the highest RIP ratios. For OPEC, they range from 2% to 7%. They are highest in mature OECD producing areas, where they average 11%.

The average quality of crude oil produced around the. world is expected to become heavier (lower API gravity) and more sour (higher sulfur content) over the Outlook period.6 This is driven by several factors, including the continuing decline in production from existing sweet (low-sulfur) crude oilfields, increased output of heavier crude oils in Russia, the Middle East and North Africa (Figure 7), and the projected growth of heavy non-conventional oil output. This trend, together with increasing demand for lighter oil products and increasing fuel-quality standards, is expected to increase the need for investment in upgrading facilities in refineries.

The availability of capital is unlikely to be a barrier to upstream investment in most cases. But opportunities and incentives to invest may be. Most privately-owned international oil and gas companies have large cash reserves and are able to borrow at good rates from capital markets when necessary for new projects. But those companies may not be able to invest as much as they would like because of restrictions on their access to oil and gas reserves in many resource-rich countries. Policies on foreign direct investment will be an important factor in determining how much upstream investment occurs and where. A large proportion of the world’s reserves of oil are found in countries where there are restrictions on foreign investment (Figure 10). Three countries—Kuwait, Mexico and Saudi Arabia—remain totally closed to upstream oil investment by foreign companies. Other countries are reasserting state control over the oil industry. Bolivia recently renationalized all its upstream assets. Venezuela effectively renationalized 565 kb/d of upstream assets in April 2006, when the state-owned oil company, PdVSA took over 115 kb/d of private production and took a majority stake in 25 marginal fields producing 450 kb/d after the government unilaterally switched service agreements from private to mixed public-private companies. The Russian government has tightened its strategic grip on oil and gas production and exports, effectively ruling out foreign ownership of large fields and keeping some companies, including Transneft, Gazprom and Rosneft, in majority state ownership. Several other countries, including Iran, Algeria and Qatar, limit investment to buy-back or production- sharing deals, whereby control over the reserves remains with the national oil company.

Even where it is in principle possible for international companies to invest, the licensing and fiscal terms or the general business climate may discourage investment. Most resource-rich countries have increased their tax take in the last few years as prices have risen. The stability of the upstream regime is an important factor in oil companies’ evaluation of investment opportunities. War or civil conflict may also deter companies from investing. No major oil company has yet decided to invest in Iraq. Geopolitical tensions in other parts of the Middle East and in other regions may discourage or prevent inward investment in upstream developments and related LNG and export-pipeline projects.

National oil companies, especially in OPEC countries, have generally increased their capital spending rapidly in recent years in response to dwindling spare capacity and the increased financial incentive from higher international oil prices. But there is no guarantee that future investment in those countries will be large enough to boost capacity sufficiently to meet the projected call on their oil in the longer term. OPEC producers generally are concerned that overinvestment could lead to a sharp increase in spare capacity and excessive downward pressure on prices. Sharp increases in development costs are adding to the arguments for delaying new upstream projects. For example, two planned GTL plants in Qatar were put on hold by the government in 2005 in response to soaring costs and concerns about the long-term sustainability of production from the North field. An over-cautious approach to investment would result in shortfalls in capacity expansion.

Environmental policies and regulations will increasingly affect opportunities for investment in, and the cost of, new oil projects. Many countries have placed restrictions on where drilling can take place because of concerns about the harmful effects on the environment. In the United States, for example, drilling has not been allowed on large swathes of US federal onshore lands—such as the Arctic National Wildlife Refuge (ANWR)—and offshore coastal zones for many years.7 Even where drilling is allowed, environmental regulations and policies impose restrictions, driving up capital costs and causing delays. The likelihood of further changes in environmental regulations is a major source of uncertainty for investment.

Local public resistance to the siting of large-scale, obtrusive facilities, such as oil refineries and GTL plants, is a major barrier to investment in many countries, especially in the OECD. The not-in-my-backyard (NIMBY) syndrome makes future investments uncertain. It is all but impossible to obtain planning approval for a new refinery in many OECD countries, though capacity expansions at existing sites are still possible. The risk of future liabilities related to site remediation and plant emissions can also discourage investment in oil facilities. The prospect of public opposition may deter oil companies from embarking on controversial projects. Up to now, NIMBY issues have been less of a barrier in the developing world.

Technological advances offer the prospect of lower finding and production costs for oil and gas, and opening up new opportunities for drilling. But operators often prefer to use proven, older technology on expensive projects to limit the risk of technical problems. This can slow the deployment of new technology, so that it can take decades for innovative technology to be widely deployed, unless the direct cost savings are clearly worth the risk. This was the case with the rotary steerable motor system, which has finally become the norm for drilling oil and gas wells. These systems were initially thought to be less reliable and more expensive, even though they could drill at double or even triple the rate of penetration of previous drilling systems. The slow take-up of technology means that there are still many regions where application of the most advanced technologies available could make a big impact by lowering costs, increasing production and improving recovery factors. For example, horizontal drilling, which increases access to and maximizes the recovery of hydrocarbons, is rarely used in Russia.

Unless major new discoveries are made in new locations, the average size of large-scale projects and their share in total upstream investment could fall after the end of the current decade. That could drive up unit costs and, depending on prices and upstream-taxation policies, constrain capital spending. Capital spending may shift towards more technically challenging projects, including those in arctic regions and in ultra-deep water. The uncertainties over unit costs and lead times of such projects add to the uncertainty about upstream investment in the medium to long term.

The Reference Scenario presents a sobering vision of the next two-and-a-half decades, as the major oil-consuming regions—including the United States—become even more reliant on imports, often from distant, unstable parts of the world along routes that are vulnerable to disruption. In July 2005, G8 leaders, meeting at Gleneagles with the leaders of several major developing countries and heads of international organizations, including the IEA, recognized that current energy trends are unsustainable.

In the Alternative Policy Scenario, the implementation of more aggressive policies and measures significantly curbs the growth in total primary and final energy demand— a reduction of about 10% relative to the Reference Scenario. That saving is roughly equal to the current energy demand of China. Demand still grows, by 37% between 2004 and 2030, but more slowly: 1.2% annually against 1.6% in the Reference Scenario. The reduction in the use of fossil fuels such as oil is even more marked than the reduction in primary energy demand (Figure 13). It results from the introduction of more efficient technologies and switching to carbon-free energy sources. Nonetheless, fossil fuels still account for 77% of primary energy demand by 2030 (compared with 81% in the Reference Scenario).

By 2015, demand reaches 95 mb/d, a reduction of almost 5 mb/ d on the Reference Scenario.

We would like to know the amount of oil left in [the Middle East] as all the numbers show that the bulk of the oil in the future will need to come from those countries.

Saudi Arabia is a key player and will remain so for several years to come and the Saudis have the highest reserves in the world. We do believe that Saudi Arabia has enough oil to meet the growth in global oil demand. However, we would like to be sure how much oil is there to make everybody feel better and give more confidence to the investor. Another issue which is as crucial is that the growth which will come from Saudi Arabia will not be mainly as a function of their reserves but as a function of their willingness to increase the production capacity. Saudi Arabia has the reserves, Saudi Arabia has the money to transform these reserves to production, but whether or not in the future Saudi Arabia will increase the production as they did in the past, as much as the world demands from them, or they will leave their oil for the next generations. And Saudi Arabia is differently— they will decide what they are going to do. But it is also the consumers’ right to recognize that one day, production from those countries in which we do not have excess, free, extra capital, to go directly into production, may change their policies and this may have serious implications for the consumers. The structure of the oil market is changing, Mr. Chairman. In the past, the money could have access to many oil deposits in the North Sea, the Gulf of Mexico, but in the future, it will not be the case. Therefore, how much oil will come will be decided by a very few number of national oil companies. And again, market conditions may not be the primary determinant when they are making those decisions. So, from that point of view, there are two major uncertainties: one, whether or not we will have the reserves and the money we’ll need in the future, and two, it would be very good to have a more transparency on the reserves in all Middle East countries and the rest of the world.

SENATOR DOMENICI. I don’t know what we have to do to convince both ourselves and the American people that we must change and do things differently.

SENATOR SMITH (ALABAMA). I think our focus needs to be domestically and then just have a really good military capacity to deal with this. When it comes to Iran, sitting down with them, they made it very clear what they would want from us and that is essentially a military domination of the Middle East. That is a horrifying prospect. If I was an Israeli, I know what that means: I’m gone, I’m exterminated. And I don’t think we can accede to that in the name of energy cooperation. So I just wanted to say that.

Senator SESSIONS. It gives them [oil producing nations like Russia and Iran] the ability to increase benefits for th[eir] citizens by a small amount and use the extra to invest in military ventures and bad behavior, and it seems to be absolutely happening And I’m part a caucus with Senators Joe Lieberman and Lindsay Graham and a number of others that says we should treat the energy question as a matter of national security, and I think some of the comments made here today are real chilling.

[The last 20 pages are questions from senators for the witnesses, but their replies are not included]

 

Posted in Transportation, U.S. Congress Energy Policy | Tagged , , , , | Comments Off on Geopolitics of Oil. United States Senate Hearing 110-6

Congressional hearings on why the Inland water way system is falling apart

[There are extracts from 2 hearings below.  Alice Friedemann. www.energyskeptic.com]

U.S. SENATE. Jan 31, 2013. Harbor maintenance trust fund & the need to invest in the nation’s ports. S. HRG. 113-578. Hearing before the Committee on Environment & public works. U.S. Senate 113th congress. 93 pages.

SENATOR BARBARA BOXER (CALIFORNIA)

Today’s hearing will examine the role of the Harbor Maintenance Trust Fund in supporting commerce at our Nation’s ports. The Harbor Maintenance Trust Fund is the primary source of Federal investment to maintain America’s ports. The Trust Fund is financed through a fee on the value of cargo imported through coastal and Great Lakes ports. According to the American Society of Civil Engineers, if funding continues at current levels, by 2040 the United States will face a shortfall of nearly $28 billion to meet the dredging needs of the Nation’s ports. As we will hear from our witnesses today, this funding gap can have significant economic consequences. Increasing investment in ports and reforming the Harbor Maintenance Trust Fund will be critical components of the next Water Resources Development Act, known as WRDA. Senator Vitter and I have already begun working together on this vital legislation, which supports water resources infrastructure nationwide. WRDA authorizes the projects and programs of the U.S. Army Corps of Engineers and provides many benefits to the American people, including expanding and maintaining navigation routes for commerce.

Continued maintenance of port facilities is critical for the commerce and jobs that rely on these hubs, and that is why we must increase investment from the Harbor Maintenance Trust Fund. Currently, the Trust Fund collects more revenues than are annually spent for maintaining our ports. In fact, the Fiscal Year 2013 budget, the Obama administration estimated that the Trust Fund would receive $1.8 billion, but the Corps budget request was only $848 million. This leaves a growing surplus at a time when many of the Nation’s ports are not maintained to their authorized depths and widths.

This is something that has gone on with every administration. They do not spend the funds in the Trust Fund the way they are meant to be spent. Significant challenges remain in working to ensure the revenues collected in the Harbor Maintenance Trust Fund are fully expended.

SENATOR DAVID VITTER (LOUISIANA)

I certainly want to underscore your comments about how our Nation’s ports and waterways are grossly underfunded for routine operation and maintenance, and one big reason is the misallocation of Harbor Maintenance Trust Fund revenues. It is a pretty simple story. Revenue into the Harbor Maintenance Trust Fund has increased steadily over the past decade, minus a one-time decrease in Fiscal Year 2009. The Fund currently collects about $1.8 billion a year in revenue. However, even though all of that money clearly, under law, is supposed to be used only for designated purposes with regard to harbor maintenance, even though that is clearly true, the Administration only spends roughly half that amount for harbor maintenance. What does that mean? Well, some people say that means we have an unspent balance of $8 billion. It really doesn’t mean that; it is really worse than that, because that money isn’t sitting anywhere. There is no pile of cash; that money is gone. What it really means is that the other money is stolen and spent on other completely unrelated purposes, directly contrary to the statute setting up the Harbor Maintenance Trust Fund and the revenue to go into it. Meanwhile, what is going on with our infrastructure? You know, if all of our needs were being met, if we were fully dredging our crucial waterways and harbors, that might be understandable. But, of course, that is not the case. According to a recent analysis from the Corps itself, fully authorized channel dimensions are available less than an average of 35 percent of the time at the 59 highest use, harbors and waterways, and those are the harbors and waterways that basically get the best treatment. So there that fully authorized dimension and depth is available only 35 percent of the time. Every time a vessel’s draft is decreased by one foot on the lower Mississippi because of under-maintained waterways, this costs shippers about $1 million against the value of their cargo. So that is a tax on shippers; that is a tax on commerce, and it slows down the economy and holds us back from job creation and economic growth.

Senator Inhofe (OKLAHOMA)

Harbors and inland waterways are vital to the economic health of our country. In my home State of Oklahoma, over 90 percent of the grain that is shipped on barges eventually finds its way to New Orleans to be exported. If the harbor in New Orleans is not properly maintained, shipping from Oklahoma will suffer. And vice versa—for harbors to gain the economic benefit of shipping from places like Oklahoma, our inland waterways must also be properly maintained. As everyone here knows, only about half of the annual revenue in the Harbor Maintenance Trust Fund is spent as intended—on critical maintenance dredging. But because of the current structure of budgetary allocations, we simply cannot afford to allow funding for our inland waterways and ports to be redirected—it, too, needs a source of stable revenue. The only reasonable solution is increased funding for the system as a whole. The Inland Waterways Trust Fund helps fund the 18 locks and dams on the McClellan-Kerr Arkansas River Navigation System, but it is woefully underfunded. In 2012, over 2.7 million tons of cargo shipped from the Port of Catoosa, with over 12 million tons being shipped on MKARNS, but the system could function much more efficiently and productively if it was deepened from its current 9-foot depth to the authorized 12 feet, and if hours of service on the locks are not further reduced.

SENATOR MIKE CRAPO (IDAHO)

The Port of Lewiston, is located at the confluence of the Snake and Clearwater Rivers in the city of Lewiston. For farmers and other businesses in the west, the Port of Lewiston provides a critical link through the Snake and Columbia Rivers to the Port of Portland and ultimately to the Pacific Ocean. However, the Port of Lewiston, like other ports, faces considerable challenges with meeting shipping needs. Despite a large surplus in the Harbor Maintenance Trust Fund, which has already been discussed, harbors across the United States are presently under-maintained. Again, the statistics that have already been presented show that the U.S. Army Corps of Engineers estimates that the full channel dimensions of the Nation’s busiest 59 ports are available less than 35 percent of the time. We too, in Idaho, are very interested and concerned with the management of the Harbor Maintenance Trust Fund. We have seen, just as an example from Idaho, that the draft restrictions in 2011 and 2012, due to the Corps’ inability to maintain the deep draft portion of the Columbia River, have been significant impacts on our economy. For every inch of draft that is lost due to the silted-in channel, vessels are unable to load 358,000 pounds of wheat. This is just one example of how important it is that we properly utilize the funds in the Harbor Maintenance Trust Fund. Second, Idaho is also very interested in the Inland Waterways Trust Fund concerns. There are eight locks between the Pacific Ocean and the Port of Lewiston, and we need to have the adequate support for the maintenance of these locks and the facilities to allow for the traffic to reach the port and to return back to the Pacific Ocean.

Each day the condition of our water infrastructure results in significant losses and damages from broken water and sewer mains, sewage overflows and other symptoms of water infrastructure that is reaching the end of its useful life; and with these challenges and the others I have already mentioned in mind, as this Committee is well aware, a national investment in water infrastructure projects would create jobs, repair crumbling infrastructure, and provide significant protection for public health and the environment. A strong focus on improving the financing structure of our Nation’s water infrastructure is greatly needed.

SENATOR JEFF MERKLEY (OREGON)

I think you are hearing the general story of the significant challenges in maintaining levees and jetties and harbor dredging and locks, and how frustrating it is that we have funds that are raised specifically for maintenance, and in this case harbor maintenance, and they are not being spent in that fashion. Now, Oregon is a coastal State, so I go to town after town after town where industry depends upon the success of those harbors and the maintenance of the jetties; and not only is it important to commerce moving back and forth, it is important to our fishing vessels, it is important to our recreational coastal industry, and it imposes not just an issue of commerce, but an issue of safety, because when the dredging is not maintained and the jetties are not maintained, you can have very dangerous entries from the ocean. So how can I possibly justify that we have funds that have been raised for a specific purpose, commerce is at stake, safety is at stake, and we are not spending it in this fashion? I can’t justify it. I want to see this policy changed. I so much applaud the Chair and Ranking Member for bringing this bill forward and I, like my colleague from New Mexico, apologize because I have a conflict to attend to, but I certainly look forward to your comments. I will be following up and hope that we can get to the point that we are spending these funds in the appropriate place.

SENATOR JOHN BOOZMAN (ARIZONA)

the Harbor Maintenance Trust Fund should be fully used, but I also agree with our witnesses who emphasize that the Trust Fund should be used to boost funding for the Corps of Engineers.

Appropriations should not be taken from other Corps of Engineers programs due to the potential increased funding from the Harbor Maintenance Trust Fund.

Another concern I have is how we move forward on equitable return of HMT dollars. Arkansas is an inland State, but we have significant water infrastructure. Our State, as many other States like it, receives just a tiny portion of the Trust Fund dollars, but these funds are critical. While I understand the importance of equitable return, we need to ensure that Arkansas’s infrastructure and similar States, that that infrastructure is maintained. Expanding the potential uses of Trust Fund dollars may be a balanced approach, but we must avoid an inflexible framework, such as a rigid formula, which would abandon infrastructure States like Arkansas.

JO-ELLEN DARCY, ASSISTANT SECRETARY of the ARMY, CIVIL WORKS

The Army Corps of Engineers provides support for safe, reliable, highly cost-effective and environmentally sustainable waterborne transportation systems, investing over $1.7 billion annually, more than one-third of the total budget of the Civil Works program, to study, construct, replace, rehabilitate, operate, and maintain commercial navigation infrastructure across this Country. The Nation’s ports handle over 2 billion tons of commerce annually, including over 70% of the imported oil and more than 48 percent of goods purchased by American consumers. The Administration understands that our ports are an important part of the Nation’s infrastructure and has formed an Interagency Task Force on Ports to develop a strategy for investment in our ports and related infrastructure. Maintaining these ports and making targeted investments in their improvement can lower shipping costs for U.S. exports and imports. The work of the task force will reflect a strategic, multi-modal view of the Nation’s investment priorities for the infrastructure that supports the movement of freight through our ports, including the protections for life, safety, and property during transport, as well as protections for affected communities and for sustaining our ecosystem. The Harbor Maintenance Tax and the Harbor Maintenance Trust Fund were established by the Water Resources Development Act of 1986. The harbor maintenance tax is an ad valorem fee on the value of commercial cargo loaded or unloaded on vessels using federally maintained harbors. An amount equivalent to the revenue collected is deposited in the Harbor Maintenance Trust Fund and is then available to finance certain costs, subject to the congressional appropriations process. For the Civil Works Program, the Harbor Maintenance Trust Fund is authorized to be used to finance up to 100 percent of the Corps’ eligible operation and maintenance expenditures for commercial navigation at all Federal coastal and inland harbors within the United States. Expenditures from the Harbor Maintenance Trust Fund are also authorized to be used to recover the Federal share of construction costs for dredged material placement facilities, including beneficial uses associated with the operation and maintenance of Federal commercial navigation projects. The Harbor Maintenance Trust Fund is also authorized to be used to finance operation and maintenance costs of the U.S. portion of the St. Lawrence Seaway.

Harbor Maintenance Tax receipts in Fiscal Year 2012 were $1.54 billion, and the interest earned was $47.3 million. The balance in the Harbor Maintenance Trust Fund at the end of Fiscal Year 2012 was $6.95 billion. An increasing portion of Civil Works funding in recent years has been devoted to harbor maintenance. The President’s 2013 budget request for the Corps included $848 million for the Harbor Maintenance Trust Fund to support the maintenance of coastal harbors and their channels and related works, the most ever requested by any president. This is a significant increase over the level in the Fiscal Year 2012 budget, which was $758 million; this all at a time when many programs government-wide are being reduced in order to put the Nation on a sustainable fiscal path. Our investments in coastal port maintenance are directed primarily at providing operational capabilities and efficiencies. To make the best use of these funds, the Corps evaluates and establishes priorities using objective criteria. These criteria include transportation cost savings, risk reduction, and improved reliability, all relative to the cost. Consequently, maintenance work generally is focused more on the most heavily used commercial channels, those with 10 million tons of cargo a year or more, which together carry about 90 percent of the total commercial cargo by tonnage traveling through our coastal ports. The amount proposed in the Fiscal Year 2013 budget is an appropriate level, considering the other responsibilities of the Corps for inland navigation, flood risk management, aquatic ecosystem restoration, hydropower, and other Civil Works Program areas. The Corps is working to develop better analytical tools to help determine whether additional spending in this area is warranted based on the economic and safety return. Dredging costs continue to rise due to increases in the cost of fuel, steel, labor, and changes in methods of disposal of dredge material. We recognize that this presents challenges in maintaining commercial navigation projects. The pending improvements to the Panama Canal will increase the draft of vessels transiting the Canal to 50 feet. On our Atlantic Coast we now have two 50-foot deep ports capable of receiving these ships, Norfolk and Baltimore. The Corps expects to complete the dredging work for deepening the Port of New York-New Jersey to 50 feet in fiscal year 2015. The Corps is also working with the Port of Miami, which is financing a project, to deepen the Federal channel to 50 feet. On the West Coast, the Ports of L.A., Long Beach, Oakland, Seattle, and Tacoma all have channel depths of 50 feet or greater. In addition to the ongoing work, the Corps is also working with seven ports on the Atlantic and Gulf Coasts to evaluate proposals to deepen or widen those channels.

Senator BOXER. You know, you stay away from the bigger notion, bigger issue here, which is is it right to collect fees and then not spend them on this purpose that they are supposed to be used for, and I don’t blame you for staying away from that because, in essence, you don’t really have control over that; the Administration does and prior administrations did, and we do, and we intend to fix it to the greatest extent that we can. Now, the Corps has estimated that the Nation’s 59 busiest ports have access to their full channel dimensions only 35 percent of the time. These ports are critical for commerce and international trade. Restrictions on commerce as a result of inadequate port maintenance can have significant consequences. In fact, a recent report by the American Society of Civil Engineers, which we will hear about on our second panel, indicates that failure to adequately maintain our ports could result in a variety of economic impacts.

Do you agree that failure to invest in port maintenance could have economic consequences that we must seek to avoid?

Ms. DARCY. the receipts go directly into the Harbor Maintenance Trust Fund through the Treasury and then the Bureau of Public Debt, which manages 18 different trust funds across the Government, then is the dispenser of those funds when our agency says we have been appropriated this much money and that is what comes out of the Fund.  The balance of the funds are invested and accumulate interest, and it is up to the Bureau of Public Debt as to how those funds then are used.

Senator VITTER. If there is this balance of $6.95 billion, what vault can I go to and look at it? That is what I am asking. Because it doesn’t exist. So where can I look at that balance of almost $7 billion?

Ms. DARCY. Again, those are the Federal investments in securities, for the most part, I understand, and then the interest that accrues on that is what gets you to that balance. Senator VITTER. Well, again, this is a big fiction, and I think the first important part of this conversation is to get beyond the fiction. It is the same fiction as the Social Security Trust Fund, because when you go and look at that balance, basically this is what you find, IOU $6.95 billion. It is gone, it is spent for unrelated purposes, and that is wrong when it is authorized for specific uses under the law. In looking at the overall budget for the Corps of Engineers, we have to manage for all of the missions within the Corps, we operate under a cap, and we know that if you increase one mission, there must be a decrease somewhere else within the program. As I said in my statement, over one-third of our budget, $1.7 billion, is spent on navigation, and that additional money that does not come out of the Harbor Maintenance Trust Fund is spent on other studies or construction, because the Harbor Maintenance Trust Fund does not fund construction.

Senator BOOZMAN. So you mention the cap, which is a concern, and you also mention that we are going to be increasing the money spent from the Harbor Maintenance Trust Fund. So where is that coming from, is that new money or is that money that you are essentially shuffling around, so that something else under the cap is going to suffer?

Ms. DARCY. The 2013 budget request which includes $848 million is $90 million more than Fiscal Year 2012. Within our program we had to make a decision as to how to balance programs, because we are still under the $4.7 billion program. We did put more money on activities reimbursed from the Harbor Maintenance Trust Fund, so some of the other programs like some of our other operation and maintenance activities were reduced. Although operation and maintenance has also increased in our overall budget over the last couple of years. We would have to take decreases in some other programs, including some of our CAP programs, which are our small project programs. Again, the overall program has to be balanced across all the business lines within our budget.

Senator BOOZMAN. So I guess that is really the real problem. It doesn’t matter how much we put into the Harbor Maintenance Trust Fund; the reality is it really wouldn’t be any additional new money.

Ms. DARCY. No. But also within the budget process, when the appropriations committees get their 302(b) allocations, there is a cap in there, and there is Army Corps of Engineers within that 302(b), there is the Nuclear Program, there is the Energy Program. So the balance within that allocation would have to either be increased in order to accommodate increases across all the programs.

MICHAEL R. CHRISTENSEN, Deputy Executive Director of Development, Port of Los Angeles; Chair, California Marine Affairs & Navigation Conference

The Port of Los Angeles, in conjunction with our neighbor, the Port of Long Beach, handles over 40 percent of all the containerized goods that come into the United States, worth approximately $311 billion. This cargo supports about 900,000 regional jobs, nearly $40 billion in annual wages and tax revenues, and nationally the goods that come through the port complex of Southern California support also about 3.5 million jobs throughout the United States. We are not tax supported; instead, our revenues are all derived from fees and from other shipping service revenue.

The maintenance that is funded by HMT supports a well-functioning navigation system that includes the ports and harbors that accommodate a wide variety of commodities: containers, bulk goods, agriculture products, automobiles, fisheries, and also serve these facilities of service critical harbors of refuge. The system not only supports jobs in operation and maintenance, but facilitates trade that supports jobs throughout the supply chain throughout the United States, reduces the transportation costs for American businesses, and ultimately keeps the prices lower for American consumers. For this reason, the California ports support the following: No. 1, full utilization of HMT revenues for operations and maintenance purposes; No. 2, the prioritization of HMT funds for use on traditional O&M purposes, including maintenance of Federal navigation channels, disposal sites, selected in-water projects such as breakwaters and jetties, and studies; No. 3, more equitable return of HMT funds to the systems of ports of California; and, No. 4, a cost- share formula for maintenance that reflects the current cargo fleet. First, we believe HMT should be fully used for O&M purposes. Appropriations from the HMTF have lagged behind receipts for several years, leaving a surplus and deferring maintenance on our Nation’s system of ports and harbors. Achievement of full use of the HMT should be additive in nature. That is, in a given fiscal year, the guarantee of full utilization should not be achieved by taking funds from other U.S. Army Corps priorities.

We support a more equitable allocation framework within WRDA. Even if HMT funds are fully utilized for O&M, we believe efforts should be made to increase the funding return to systems that contribute large amounts to the Harbor Maintenance Trust Fund. One of the reasons we believe in this approach is because the users, not the ports, pay into the harbor maintenance tax. The users of the California port systems, for example, have reasonable expectation that the money they pay would be returned to the systems that they use.

JAMES K. LYONS, Director & CEO, Alabama State Port Authority

Mobile is amongst the 90% of the Nation’s top 50 ports in foreign trade commerce that require regular maintenance dredging. In total, dredged ports move nearly 93 percent of all waterborne commerce by weight annually. The 35% availability is a very real figure, something that we can attest to from Mobile, and in talking to my fellow port directors in other ports, I believe this is a very real number. As an example, between 2006, after we finished the dredging cycle that included supplemental funding that came as a result of Hurricane Katrina, and 2011, Mobile had only half of our authorized width in much of our 30-mile-long channel. These conditions caused numerous groundings, forced restrictions in vessel traffic, and, in short, cost the shippers using our port a great deal of time and money. The budget versus the appropriation in Mobile is, again, very real, just as it is. We saw the figures in the chart that Senator Sessions put up. Mobile’s 2012 budget was $22.6 million, but we really need $28 million to fully maintain our authorized width and depth. So enough money is not being appropriated in the Mobile harbor project, and the same applies to many of our other projects that require dredging. These poorly maintained harbors increase the cost for all port users, reduce U.S. global competitiveness, and exacerbate the maintenance dredging backlog, all of which adversely impact the U.S. tax base and the job market. Aside from dredging backlogs and funding shortfalls, we are deeply concerned with how the Nation’s ports will be expanded, funded, and maintained in the current fiscal climate. As Congress considers requests for use of the Trust Fund to resolve the dredging conundrum, we ask Congress to consider the long-term relevance and economic impact of ports within the context of re-examining the base of all major Federal spending and tax programs. There is legitimate need for port investment to serve larger vessels transiting most trade lanes. Any Federal project investments will ultimately draw on the trust as deepened and widened channels are brought online. We recognize the link between fee collections and expenditures is complicated. Increased maintenance spending on harbors will impact the Federal deficit unless spending in other areas is decreased or other collections are increased. We also understand guaranteed funding for dredging, and the budget protects dredging obligations from competing interests with revenue sources of type.

MIKE LORINO, President, Associated Branch Pilots

The Harbor Maintenance Trust Fund is not a Louisiana issue, it is a Nation issue. It is an ad valorem tax for dredging jetties, breakwaters, and it is being abused. Seven million dollars is just being moved somewhere else.

The Mississippi River touches 31 States and two Canadian provinces. We have five deepwater ports, the largest complex in the world. Not in the United States; in the world. Last year, my association that I represent, we did 12,000 ships in the Mississippi River. There was 40,000 movements of vessels from the mouth of the river to Baton Rouge, 40,000 in 1 year. It is unbelievable. Thirty percent of the Nation’s oil, 60 percent of the Nation’s grain is shipped out of the Mississippi River system. If we would shut down the Mississippi River, and that has happened a few times, it is $295 million a day for the Country, and grows exponentially after the fourth day. A hundred percent of the channel helps us maintain cost effectiveness in the world market, $0.13 per bushel saving over highways or rail when dimensions are 100 percent. Narrow channels hinder our ability to compete globally. What happens there, a ship will come in to load cargo and he can’t get it all on that ship. So one would think, well, we will send it to the West Coast. That works for 1 year. After that we cannot compete with Brazil and Argentina. Now our prices are gone. Our farmers in the heartland lose that business. It is not acceptable when we have this money coming in. A closed Mississippi River system would dramatically affect gas prices, grain prices, all exports and imports. After our Hurricane Katrina, gas prices went up overnight because we had the refineries on the river. We couldn’t get fuel oil out; we couldn’t get aviation oil out. It is unbelievable. We need this. Someone mentioned about environmental. That is gigantic. We had an oil spill down there with BP. We have tankers coming in the Mississippi River system with 600,000 barrels of oil on one ship. If that ship runs ground and puts a hole, we have another BP in the Mississippi River system. But the travesty for that is very simple: that ship is paying. It is importing here, paying that tax, and here he could run aground and have another problem after he is paying money to come into the United States. That is unacceptable, ladies and gentlemen. Current draft at the present time is 45 by 700 feet. Channel width is crucial. Last year we were down to 100 feet from 750. We had to have one-way traffic.

The cost for the Mississippi River for the last 5 years, we have been underfunded by approximately $50 million a year. Fifty million a year. You know what I have to look for, and it is a shame in our great Country? I have to look for a catastrophe to put a supplemental on there to get funding.

Safety is a huge, huge factor. Chairman, you had an incident out there in California a few years ago. You know what happens when oil is dropped in the water: everybody is concerned; especially a pilot, especially the owners. We can’t have that. It happens sometimes with human error. It happens sometimes with mechanical. But it is not acceptable to have it happen when we have money coming in to keep our channels and ports open to project dimensions. The Administration said they would like to double exports. How can we double exports when I can’t load what we have today? It is impossible. I am just a pilot.

This is a problem that can be fixed with no new taxes. The money is being collected.

ANDREW H. CAIRNS, AMERICAN SOCIETY OF CIVIL ENGINEERS’ COASTS, OCEANS, PORTS AND RIVERS INSTITUTE; PORTS & MARINE—NORTHEAST LEAD, AECOM

The United States has approximately 300 commercial ports, 12,000 miles of inland and intercoastal waterways, and 240 lock chambers which carry more than 70 percent of the U.S. imports.

For this system to remain competitive, U.S. marine ports and inland waterways will require investment in the coming decades beyond the $14 billion currently expected to be spent. According to the ASCE’s Failure to Act Economic Study, aging infrastructure for marine ports and inland waterways threatens more than 1 million U.S. jobs. Additionally, between now and 2020, investment needs in the marine ports and inland waterways sector will total $30 billion nationwide. With planned expenditures only expected to be about $14 billion, a total Federal investment gap of nearly $16 billion remains. Meanwhile, the costs attributed to delays in the Nation’s inland waterways system were $33 billion in 2010, the cost is expected to increase to nearly $49 billion by 2020.

Fiscal Year 2013, the Obama administration requested $839 million to be appropriated from the Harbor Maintenance Trust Fund. This amount equals only 50 percent of the total estimated revenues in the Trust Fund, and nowhere near the estimated needs, which, according to the Army Corps of Engineers, is between $1.3 billion and $1.6 billion annually.

This troubling trend toward reduced investments has led to ever- greater balances in the Trust Fund, with the unexpended balance growing to more than $6 billion by September 2013, according to the Office of Management and Budget. Therefore, the Committee should include a provision in the Water Resources Development Act requiring the total of all appropriations from the Harbor Maintenance Trust Fund be equal to all revenues received by the Trust Fund that same year.

SENATOR SHELDON WHITEHOUSE (RHODE ISLAND)

I come at this issue with a particular history and a particular context, and particularly when I hear Mr. Lorino and his wonderful voice and the message that he brings from the Mississippi and the Gulf Coast about the urgency of their problems, and that is that not too long ago in Congress we passed a piece of legislation that conferred an enormous multibillion dollar benefit along the Gulf Coast, and we did so as the result of an agreement that was reached that the bulk of the benefit was going to flow to the Gulf Coast, but that there would be a small portion that would accrue to the benefit of all coastal and Great Lakes States. After the agreement that allowed that to go forward was reached, the part that went to the benefit of all coastal and Great Lakes States was stripped out. An agreement was made and an agreement was broken. I am inclined to, and I want to, support enhanced traffic on the Mississippi River. I want to support the protection and growth of the port in Louisiana and, frankly, in Los Angeles and Alaska, and everywhere else. But the past bargain has to be honored for me to be very enthusiastic about going forward with further benefit that goes to the Gulf and to the Mississippi, and I just want to make that point.

Senator BOXER. Well, we are going to make another effort. There may be a way we can do something for the smaller ports here that really gives them an opportunity, because when you listen to Senator Whitehouse talk about his State, his State is in jeopardy right now, we know that, because of what is happening with the rising sea levels. He just needs to have some attention paid. In the last WRDA bill he was knew, I remember it. We really didn’t do what we should do. By the way, just saying to colleagues who are here, we had a really hard time drafting this bill because there are no more earmarks, and we have to take care of our States. So the way we did it here is to make sure that any project that had a complete Corps report which was sent down from the Corps would get funded without naming any projects or getting into all that. This could be very well the last WRDA bill that we can figure out how to do without naming projects after this one it is going to get increasingly more difficult.

Senator BOOZMAN. We need to establish some integrity before we protect it and go forward, much like the Highway Trust Fund and the Aviation Trust Fund. It is difficult to get done, but we can at least reach agreement. The more difficult thing is, once you have the trust fund, how do you divvy it up, realizing that it is system-wide? Los Angeles is remarkable in the sense that you have all this high- value stuff coming in there. You are creating about, I think, over 13% of the revenue that comes in, and because of the nature of your port you need more than what you are getting, but you are not getting very much of that 13% out. Some of our other ports through no fault of their own, are in situations where there is a lot more silting; there is just a lot more need for dredging and things, and that is the difference in the East Coast and the South. It is just the way it is. Then the other thing my ports that lead into the Mississippi River that ultimately come out and create some of this traffic, how do you do all that?

Mr. CHRISTENSEN. Even the Port of Stockton is suffering because of lack of maintenance funding. They have shoaling that means that iron ore ships loaded in Stockton cannot leave full, they have to leave light-loaded; they go to Oakland and then they get topped off. That is extremely inefficient.

Senator BOXER. I wanted to ask you about beneficial uses of dredge material. In your testimony you raised the possibility that increased spending from the Harbor Maintenance Trust Fund could create additional opportunities for beneficial use of dredge materials, such as wetlands restoration, and it was mentioned by Senator Cardin. Could you elaborate on some of the beneficial uses of dredge material that might be realized if we increased investment in dredging navigation channels?

Mr. LORINO. Beneficial use in the State of Louisiana is a very tough issue because of money. As I discussed a few minutes ago, we have $83 million to spend, and that is picking up sediment that comes down every year. The State would love us to use that for beneficial use. We would love to use that for beneficial use. But we are barely keeping our channel open. To use it for beneficial use, we have to transport it further. That would take time. There is not enough dredges to do that at the present time. So we have this conflict that is going back and forth. What I would like to see, if we could, and we are looking at a 50-foot channel also on the Mississippi River. Someone mentioned on the East Coast about the port study to get the 50 feet. They left out the bulk port, and that is very important. The Mississippi River is a bulk port. But if we could dredge, we could use a cutter head dredge and build the coast down in Plaquemines Parish that was devastated by Katrina.

 

June 10, 2008. S. HRG. 110–1165 Keeping America Moving: A review of national strategies for efficient freight movement. 74 pages.

HEARING BEFORE THE SUBCOMMITTEE ON SURFACE TRANSPORTATION & MERCHANT MARINE INFRASTRUCTURE, SAFETY, AND SECURITY OF THE COMMITTEE ON COMMERCE, SCIENCE, AND TRANSPORTATION UNITED STATES SENATE 110th CONGRESS SECOND SESSION

SENATOR FRANK R. LAUTENBERG (NEW JERSEY)

Today we’re going to take a closer look at how our Nation moves its freight by ship, truck, train, and barge, and the challenges that we must overcome to keep that freight and our economy moving in the future. Our country has one of the best freight transportation systems in the world. It’s the backbone of our economy. It carries the products that Americans rely on, such as food, clothing, toys, things that go on store shelves. Raw materials like coal, lumber, fuel and iron required to manufacture all kinds of goods are also moved as freight. Just-in-time delivery and real-time tracking of shipments have greatly reduced the need for companies to hold huge inventories because we can count on goods being there when needed.

But our economy is threatened by the current state of the transportation infrastructure and its inability to meet future demands. 25% of our Nation’s bridges are functionally deficient. Even when these bridges are repaired, our highways along with our ports and railroads will be overwhelmed. Congestion on our roads already costs our country nearly $80 billion a year. On the rails, some trains take a day to just cross the City of Chicago.

To keep getting the goods we need in the future, we’ve got to invest in our transportation infrastructure right now. Building roads will not solve all of our problems and in some places it’s not even possible.

Trains and barges can reduce highway congestion and wear and tear on our roads and bridges. They’re also more energy efficient than trucks, which will aid our fight against global warming, and help us become more energy independent. We need to encourage these efficiencies to the maximum extent possible. The Federal Government has to step up and play a leadership role in planning our future transportation network, one which takes these benefits into account.

One gallon of diesel can carry a ton of freight if it goes by truck 155 miles, by rail 413 miles, and by barge 576 miles. This tells you about the significant part of what we’ve got to do and the problem that we have if we don’t take advantage of these time-saving and value-saving changes.

 

SENATOR AMY KLOBUCHAR (MINNESOTA)

I’ve seen the tremendous potential for biofuels in our state, but then see that we have a transportation system that’s actually worn down from the increase in biofuels and from the weight of these new products, and yet we aren’t keeping up.

 

GLENN VANSELOW, EXECUTIVE DIRECTOR, PACIFIC NORTHWEST WATERWAYS ASSOCIATION

The Northwest ports ship 90 million tons of cargo worth $60 billion. The Columbia River is the Nation’s number one gateway for the export of wheat and barley. Seattle and Tacoma form the country’s third largest gateway for containerized cargo. A typical barge can carry 1,500 tons on the Mississippi and 3,500 tons on the Columbia and Snake Rivers. That compares with 100 tons by rail car or 29 tons per truck. For the Columbia River, loading a typical grain ship with 55,000 tons of wheat for export requires four barge tows or 550 rail cars or 1,900 trucks.

Since 1789, the Federal Government has exerted control over navigation channels and channel improvements. In 1824, Congress delegated authority over the Nation’s navigation system to the U.S. Army Corps of Engineers.

Operations and maintenance and new construction of navigation projects are funded annually in the Energy and Water Development Appropriations bill. Since 1978 there has been a user fee on the Nation’s inland waterways, the Inland Waterways User Fee. In 1986, Congress established a user fee for deep draft coastal ports and harbors, the Harbor Maintenance Tax.

Money collected every year

  • $1.5 billion inland and deep draft user fees put into the Harbor Maintenance Trust fund. But only $900 million is expended. The surplus of collections over expenditures is over $4 billion. The GAO reports that the surplus is expected to grow to $8 billion by 2011. Rather than being used for their intended purpose, at least $500 million of these user fees is instead used to balance the Federal budget. The Harbor Maintenance Tax was established to collect fees to provide 100% of the cost of operations and maintenance, primarily dredging, of the Nation’s deep draft and coastal ports and harbors.
  • $21 billion Customs duties
  • $80 million Inland Waterways Fuel Tax to provide for 50% of the cost of new construction and rehabilitation of locks on the Nation’s inland waterways. It collects 20 cents per gallon of fuel used by towboats on the inland waterways.

Despite the collection of these fees, navigation needs are not being met. There is a significant backlog of maintenance and new construction.

The Inland Waterways Trust Fund had a surplus for many years, but now, expenditures are projected to surpass collections in 2009. The Administration has proposed instituting a new inland waterway tax which would replace the fuel tax with a lockage fee for each barge. The proposal would increase the user tax approximately 4-fold for barging on the Columbia and Snake Rivers. PNWA opposes this new tax.

Despite collections far exceeding expenditures, the Administration does not propose sufficient funding to maintain the existing navigation system or to meet future needs. For decades, during both Republican and Democratic administrations, we have had to look to Congress for increases over and above the inadequate Administration budget proposals.

Unfortunately, having money in a Federal trust fund does not mean that the money is actually available to be spent for its designated purpose. That is wrong. User fees were instituted to meet a specific funding need. The funds collected from navigation user fees must be spent to meet navigation needs. Congress has the authority to make this happen. We urge Congress to exercise that authority.

We encourage Congress to reinvigorate our Nation’s navigation infrastructure by funding navigation at levels that match the overall collection of user taxes. That is what is necessary to meet our Nation’s vital economic needs. That would equate to an annual increase of $500 million nationally.

Pacific Northwest examples

As an example of how this affects the Pacific Northwest, I have attached a copy of PNWA’s appropriations request for FY 2009. We track 32 navigation projects from Humboldt Bay in California, up the Oregon Coast, along the entire length of the Columbia Snake River System in Oregon, Washington and Idaho, to the Ports of Seattle and Tacoma and the northern reaches of the Puget Sound in Washington. Of those 32 navigation projects, 29 are in need of additional funding. In other words, the Administration’s budget proposal provides adequate funding for only three of our region’s 32 navigation projects. Additional funding is needed in all categories . . . general investigations, new construction and routine operations and maintenance. Here are a few examples.

On the Columbia Snake River System, Congressional adds are needed to maintain authorized channel depth throughout the Columbia and Lower Willamette project. Two of our eight locks need Congressional adds for routine operations and maintenance. Five need adds for major maintenance and repairs. One needs additional funding for dredging to maintain authorized channel depth. Oregon’s coastal ports need funds added for routine dredging to maintain their navigation channels and for jetty repairs. In Puget Sound, the Lake Washington Ship Canal needs a Congressional add to meet Endangered Species Act requirements. More funding is needed for the Elliott Bay Seawall study in Seattle. In California, Humboldt Bay needs funding to complete a long term sediment management feasibility study. Congress has responded in past years. Those hard fought increases have been important, and very much appreciated, but they have not been sufficient to prevent navigation infrastructure from further deteriorating.

PNWA supports full funding for these critical projects. These ports, home to fishing fleets, marinas and significant commercial and recreational facilities, are critical to the economic survival of their communities. Many have small populations, and the ports provide employment for a significant proportion of community.

Mr. VANSELOW. For both Republican and Democratic administrations we’ve had the problem that the Administration in the President’s budget underfunds those collections dramatically. Again, we’re at $4 billion-plus today. It will be growing by approximately a billion dollars a year over the next few years.

Senator SMITH. Well, my friend the Chairman—it’s easy to pick on the Bush Administration. We had the same problem with the Clinton Administration. This isn’t a Republican or Democratic problem.

Senator LAUTENBERG. He said that and I heard it. I was disappointed to hear it.

Senator SMITH. This is money that we are taking. We’re already collecting enough taxes and we’re just simply spending it on other general fund issues. But the point is the inefficiencies that flow from this, the energy waste that comes from this, is a bipartisan shame and I think we ought to fix it. my take-home to this is that we have not a Republican problem, not a Democratic problem, not a tax collection problem. We have a tax allocation problem.

Senator LAUTENBERG. I wanted to ask this question generally. Some have suggested that we could reduce truck traffic on our highways by using barges and ships to move freight between two U.S. ports on marine highways. But a shipment from overseas that then travels between these two U.S. ports faces double taxation because it pays the Federal Harbor Maintenance Tax twice. Now, might removing this tax for the domestic portion of this shipment provide incentive for these so-called short-sea shipping moves to get more trucks off the road?

Mr. VANSELOW. If you don’t mind, Mr. Chairman, I’m going to use your question to speak a little more broadly about the Harbor Maintenance Tax. First, industry does not object to a tax. We do believe that it is necessary to fund navigation. These are all Federal channels. They are all maintained by the U.S. Army Corps of Engineers. They are all appropriated by Congress, and it is the user fee that should be paying for that. The user fee does have some issues. One we’ve talked about, the surplus. Others, we have had an issue at our north and south borders, where Seattle and Tacoma, for example, are competing with Vancouver, B.C., and they are advertising no Harbor Maintenance Tax here, trying to woo cargo away from U.S. ports. This is cargo destined to U.S. importers, but moving through a foreign country to get there. So there are other issues. We do believe that we do need to take care of those kinds of movements. If a cargo is taxed once coming into the United States, that ought to be all that it is taxed.

One of the issues that we have is it is the largest ports in the country that need the ability to exercise short-sea shipping because of their capacity constraints. We have a problem through OMB and administration priorities, it is the largest ports in the country that are the top priority for getting funding for expenditure out of that Harbor Maintenance Tax. The smaller ports, which could be the feeder ports, are the ones that Senator Smith just remarked are zero in the Administration’s budget proposal. We have to come to Congress to ask for more. So if we could more broadly spend that—it’s not just L.A. and Long Beach that needs money. Their overflow opportunities go to Oxnard and Port Hueneme and elsewhere on the California coast. We have the same issues in the Pacific Northwest.

 

 

 

Posted in Congressional Record U.S., Ships and Barges | Comments Off on Congressional hearings on why the Inland water way system is falling apart

Why U.S. Is Running Out of Gas (Time magazine 2003)

Donald L. Barlett & James B. Steele. July 21, 2003.  Why U.S. Is Running Out of Gas. Time Magazine.

Inflated oil prices and natural gas shortages are wiping out jobs and savings, thanks to three decades of bungled energy policy. Get ready for more bungling.

If all goes according to plan, the U.S. Senate in the next few weeks will follow the House and approve the latest in a long line of national energy policies. This one incorporates a favorite initiative of President George W. Bush’s—the hydrogen-powered car. In his State of the Union address in January, the President proposed “$1.2 billion in research funding so that America can lead the world in developing clean, hydrogen-powered automobiles.” As the President explained, his goal was “to promote energy independence … in ways that generations before us could not have imagined.”

Democrats joined euphoric Republicans in signing on to the proposal. “The supply of hydrogen is inexhaustible,” Senator Byron Dorgan, North Dakota Democrat, told his colleagues. “Hydrogen is in water. You can take the energy from the wind and use the electricity in the process of electrolysis, separate the hydrogen from the oxygen and store the hydrogen and use it in vehicles. The fact is, hydrogen is ubiquitous. It is everywhere.”

Was this a rare instance of the two parties working together in Washington for the good of the country? Far from it. They’ve been doing this energy dance off and on for 30 years.

At the time of the first energy crisis, in 1974, President Richard M. Nixon put forth Project Independence to end American reliance on foreign oil through a series of energy programs, among them “hydrogen-fueled vehicles” that could be developed “to enable a shift away from oil.” Takeoff date for the new technology: 1990. Members of Congress were enthusiastic about the hydrogen car then too. “Hydrogen offers us great potential as a fuel for the future,” said Representative Charles Vanik, Ohio Democrat. Representative Robert Wilson, a California Republican, was equally excited: “We can now look forward to running our automobiles on water.”

But hydrogen power went nowhere then, just as it went nowhere when it was trumpeted nearly a century ago. It will probably go nowhere today, for many reasons, most notably a chronic case of short attention span among American politicians when it comes to energy policy. With great fanfare, lawmakers and Presidents—both Democrats and Republicans—announce sweeping plans to end or ease American dependence on foreign oil and find other stable sources of energy. When the headlines and television sound bites fade away, however, they scrap the programs, which then are often reintroduced to an unsuspecting public as new in later years by another generation of lawmakers and Presidents. But changing anything as deep-seated as America’s habits of energy use calls for consistency and follow through, so the failure of Washington to stick with hardly any of its plans has wound up making the U.S. more dependent than ever on foreign sources.

Now Congress is about to enact yet another doomed energy policy that promises more of the same. Take hydrogen. Ideally, the gas would be extracted from water using fusion technology. But that won’t be available for decades. In the interim, a substitute energy source would be used—natural gas. Yes, the same natural gas already in short supply.

Then there’s coal. The Senate bill would authorize spending $200 million a year to study and develop “clean coal” technologies. But that’s a substantial comedown from the billions spent in the 1970s and 1980s to encourage development of an industry that would turn coal into oil and synthetic gas, enabling the U.S. to dramatically curb imports. It never came about.

The Senate bill also contains an assortment of goodies. It would hand out $3.5 billion to revive America’s moribund nuclear power industry—even though the last order for a plant that actually went online was placed in 1973. It would parcel out nearly $10 billion in tax breaks and subsidies to oil and gas companies that will not erase falling production but instead enrich oilmen and investors. At the same time, the President’s proposed budget slashes spending on wind research by 5.5%, zero-energy buildings by 50% and biomass by 19%. To add to the insult, the Administration took the money to print its 170-page 2001 National Energy Policy out of the budget for renewable fuels.

This comes at a time when Americans are heading into their first big energy squeeze since the 1970s: a shortage of natural gas, the invisible resource used to heat homes, fuel kitchen appliances, generate electricity and manufacture many of the chemicals we use. The shortage has triggered a sharp rise in prices that is likely to exact a heavy toll on low- and middle-income Americans, especially those living on fixed incomes. Home heating bills last winter more than doubled in some areas, and they are expected to go up at least another 20% this winter. Electric bills also will spike because generating plants are increasingly gas-fueled. And in places like Louisiana, where the petrochemical industry makes up a big part of the local economy, the shortage is causing a loss of jobs, with at least 2,000 layoffs so far. The entire industry may be forced to move offshore over the next few years if there is no relief.

Beth Wilson, a stay-at-home mom in Hobart, Ind., 35 miles southeast of Chicago, is still seething over last winter’s bills from Northern Indiana Public Service Co., known as NIPSCO. In March 2002, Wilson paid the utility 33(cent) a heating unit for the family’s two-bedroom home. By March of this year, the price had shot up to 86(cent), an increase of 161%. If the price of new cars had risen at the same pace, a midrange Ford Taurus would sell for $54,000 today. Says Wilson: “I never turn my heat up past 68. I didn’t want to turn my ceiling fan on.” (NIPSCO also furnishes her electricity.) “How can other people on fixed incomes pay if I can’t?”

For consumers, the second part of this one-two punch is exaggerated oil prices. While the world is swimming in crude oil, it already trades at an inflated price of $30 a bbl., a level essentially dictated by Saudi Arabia with the approval of the U.S. government. This translates into swollen prices for gasoline, home heating oil and other petroleum products. What’s worse is that because of Congress’s three decades of fumbled energy legislation, Americans have become more vulnerable than ever to an interruption in foreign supply that would truly send prices into orbit and cripple the U.S. economy. More than 53% of America’s daily consumption of oil and petroleum products comes from foreign sources, compared with 35% in 1973.

Why are Congress and the White House responsible? As part of a long-standing ritual involving Democrats and Republicans, lawmakers and Presidents have devised energy plans that add up to no plan at all—not deliberately but by default. In pursuit of different agendas, competing interests tend to cancel one another out over time, leaving the nation with no coherent direction on energy. Lawmakers launch programs to develop alternative- energy supplies but later quietly cut or eliminate the funding so there are no realistic alternative sources.

They enact legislation offering incentives to stimulate crude-oil production in the U.S., when the politicians know—or should know—that the programs will not do so in any significant way. They encourage utilities, businesses and industries to shift to natural gas, then fail to ensure sufficient supplies of the fuel. The lawmakers refuse to make the tough choices on energy supplies and consumption, while they cater to the demands of campaign contributors and special interests. Worst of all, when politicians craft a conservation program that actually works, they abandon it. As a result, after three decades and dozens of energy bills, Congress has helped position Americans so they may be closer to an energy crisis than at any time since the oil shocks of the 1970s. And this time, the U.S. is finally beginning to run out of domestic oil and easily recoverable natural gas. Here is how it happened:

NATURAL GAS: THE CONGRESSIONAL FLIP-FLOP. A quarter-century ago, Congress enacted the Powerplant and Industrial Fuel Use Act, which banned after 1990 the burning of natural gas by power plants to generate electricity. The reasoning: because that fuel was in short supply and was most widely used to heat homes—it goes to half of all residences—it should be preserved for that purpose. Pete Domenici, the Republican Senator from New Mexico, told his colleagues that year, “Almost since we found natural gas we have been busy finding ways to abuse it, waste it, literally throw it away on uses that we are now finding are absolutely the wrong thing to do, and basic among those that are wasteful are … the use of natural gas to generate electricity.”

As the years slipped by, Congress reversed course. Prodded by the Reagan Administration, lawmakers repealed the ban in 1987 and opened the door to construction of natural gas-guzzling power plants. Three years later, they amended the environmental rules to discourage the burning of coal—America’s most plentiful fuel—to produce electricity. Predictably, the generation of electricity with natural gas, which had fallen 17% from 1979 to 1987, has shot up 151% since then, reaching a record 686 billion kWh last year. Nearly a fifth of all U.S. electricity is now generated with natural gas, and 88% of all new generating plants built in the past decade use the fuel. Meanwhile, U.S. production of natural gas has remained stagnant at 19 trillion cu. ft. a year, about the same as a decade ago. But the U.S. consumed 22 trillion cu. ft., up 8% during that time. Because natural gas moves more efficiently by pipeline than tanker (for which it needs to be liquefied), the difference comes mostly from Canada. Now the Canadians are running low, and exports to the U.S. are expected to be flat, or possibly even decline.

During these same years, Congress prohibited drilling for natural gas offshore for environmental reasons.

Earlier, in the 1970s, it had studied and then rejected building a natural-gas pipeline from the Arctic, where there are substantial gas reserves, south through Canada to serve the U.S. The worry was that Canada would hold the U.S. economic hostage.

This time around, the energy bill calls for taxpayer subsidies to build a needlessly longer and far more costly pipeline that follows a roundabout path. Called the Southern Route, it starts at the North Slope and heads south along the Alaskan highway before turning east into Canada. A far more direct path, called the Northern Route, would have cut across the north coast of Alaska and hooked up in Canada with the recently announced Mackenzie Valley pipeline. Both lines ultimately would feed into trunk lines in Alberta and serve the U.S. market.

Why the meandering route? In 2001 the Alaska state legislature enacted a law blocking the cheaper northern pipeline. Lawmakers wanted a pork-barrel project to keep construction and supplier jobs in the state. State representative Jim Whitaker, a Fairbanks Republican who sponsored the measure, summed up the state’s attitude: “The legislature has a responsibility to ensure that Alaska gas goes to market in a manner that is in the maximum best interest of the people of the state of Alaska.” Congress has agreed. In the years that it will take North Slope gas to reach the lower 48 states, natural-gas prices will keep moving up. In the short run, high temperatures this summer could produce spikes in prices and regional brownouts. In June natural gas sold for an average of $5.83 per 1 million btus, up 169% from the same week in 1998. Higher prices already are taking their toll on energy-dependent industries, like those that produce ammonia, the key ingredient in fertilizer. In June 1998 the Louisiana Ammonia Producers trade association had nine corporate members with 3,500 employees. Today it has one, CF Industries. “We’ve lost 2,000 employees,” says Jim Harris, a spokesman for the producers, who accounted for 40% of America’s ammonia output. “It’s been devastating. The high natural-gas costs have been the overwhelming reason plants have closed. It’s completely depressed the whole area.”

Other businesses have sounded the alarm, among them a consortium of nearly two dozen companies, including pharmaceutical makers (Abbott Laboratories), brewers (Coors), chemical companies (Dow) and makers of building materials (Owens Corning). They have urged President Bush “to declare war on high natural-gas prices.” Heading a list of recommendations: “Maximize use of other energy sources for power generation.”

At the same time that Louisiana factories are laying off workers because of gas prices, the U.S. is shipping gas to Mexico to generate electricity there. While the volume is still comparatively small, exports nonetheless have swelled 674% over the past seven years, to 263 billion cu. ft. last year. El Paso Energy, for one, pipes gas directly to the new Samalayuca II power plant, about 25 miles south of Ciudad Juarez. It serves 1 million people and some 300 factories south of the border. The potentially chronic natural-gas shortage and its impact on the economy and employment have even Alan Greenspan worried. Talking about the many industries dependent on natural gas, the Federal Reserve chairman told the Senate Energy Committee last week that “we do see the obvious loss of jobs … because it has made us largely uncompetitive in a number of industries in which gas is a critical input.” He also saw little hope that prices would fall. “We are not apt to return to earlier periods of relative abundance and low prices anytime soon,” he said.

LIQUEFIED NATURAL GAS: BACK TO THE FUTURE. To meet the surging demand for natural gas in the short term, Greenspan does see a solution: liquefied natural gas (lng). He has told Congress that “given notable cost reductions for both liquefaction and transportation of lng, significant global trade is developing. And high gas prices projected in the American distant futures market have made us a potential very large importer.”

Translation: Because natural-gas prices are going up—and are going to stay up—it’s now time to bring in more expensive lng from the Caribbean, the Middle East, Africa and possibly Russia. To import natural gas, it must be chilled to minus 260(degree)F, which converts it to a liquid and reduces its volume. An amount that would normally fill a beach ball can fit inside a Ping-Pong ball. When the liquid arrives at terminals in the U.S., it is slowly warmed up, returned to a vapor form and sent through pipelines.

The U.S. tried to build an lng supply line once before but, in typical fashion, abandoned it. During the last natural-gas shortage in the 1970s, when lawmakers voted to ban its burning to generate electricity, they also encouraged the establishment of the lng industry with taxpayer- guaranteed loans and grants. Special tankers, the most expensive ships in the world at the time, were built along with four terminals and re-gasification facilities at Cove Point, Md., near Baltimore, as well as in Georgia, Louisiana and Massachusetts. The first lng shipments arrived in 1978. In April 1980, Morris Udall, the Democratic Representative from Arizona, told the House that a Congressional Office of Technology Assessment report concluded that lng imports, “if encouraged, could double by 1990 and meet as much as 7% to 13% of U.S. natural-gas needs.” It was not to be. A series of events conspired to derail the policy. The Algerians, who shipped the lng, jacked up the price. The Carter Administration and the natural-gas and pipeline companies balked at paying more. After months of fruitless negotiations, the deal unraveled. The ships went elsewhere. Cove Point and two other plants closed. It was the end of the lng experiment. But the shortage has triggered a scramble to reverse course. Today Cove Point is being expanded and will reopen soon. The plants in the three other states are already open, and plans are on the drawing board for two dozen more.

OIL PRODUCTION AND IMPORTS: PROMISES, PROMISES. In 1973, with the country importing 6 million bbl. of crude oil and petroleum products daily, President Nixon pledged that by virtue of his Project Independence “in the year 1980, the United States will not be dependent on any other country for the energy we need to provide our jobs, to heat our homes, and to keep our transportation moving.”

He advanced a catalog of energy proposals that covered everything from drilling on the outer continental shelf to building more nuclear power plants, from expanding the use of coal to conducting research on potential new sources. In the end it didn’t work, and the U. S. failed to come close to his goal of energy independence. While the yearly numbers rose and fell, by 1980 net oil imports had increased 400,000 bbl. a day over 1973.

After the second oil shock hit America in 1979, Washington’s wandering attention was focused again on energy. Following Nixon’s lead, President Carter pushed development of synthetic fuels as part of his strategy to slash imports. When he signed the Energy Security Act into law in June 1980, Carter said it would “encourage production of 2 million bbl. a day of synthetic fuels by the year 1992.” That didn’t work either: synthetic-fuel production ended up slightly in excess of zero, and oil imports totaled 6.9 million bbl. a day that year.

Throughout the years, in one energy debate after another, lawmakers and Presidents insisted that if they handed out enough incentives, U.S. oil production would rise, and there would be less need for imports. In each instance, legislation was accompanied by extravagant forecasts not only by lawmakers but by energy-company officials as well. In 1974 policymakers predicted that U.S. oil production “could increase to more than 17 million barrels a day, which is more than sufficient to be at zero imports by 1985.” The Reagan White House shared the optimism. A spokesman said that “the ranges that any reasonable person is considering include zero (imports) by 2000.” By that year, however, imports were at their highest level ever, and domestic production had declined to levels not seen since 1950. Now President Bush has his own plan to jump-start oil production.

He wants to begin drilling in a portion of the 1.5 million-acre arctic coastal-plain area of the Alaska National Wildlife Refuge (anwr), which covers a total of 19 million acres. According to the White House, the President “believes that opening this small area to environmentally responsible exploration would provide the resources necessary to reduce our dependence on foreign sources of oil and provide for greater energy security.”

The reduction would be modest. Even if the ANWR would yield 1 million bbl. daily of crude oil, as suggested by the President, by the time pipelines are built and production gets under way, the oil would displace less than 10% of U.S. imports. And there are no guarantees for the 1 million bbl. In the early days of the North Slope project, politicians predicted that consumers would get 3.8 million bbl. of crude oil daily out of Alaska “by the end of the century.” Instead production hit a high of 2 million bbl. in 1988—the only year at that level— and then began to trail off, dropping to 984,000 bbl. last year.

To make matters worse, the U.S. is confronted with a refinery gap—just as it was in the 1973-74 oil crisis. The U. S. consumed 19.8 million bbl. a day of petroleum products last year, but its refineries could process only 16. 6 million bbl. of crude oil. The 3.2 million barrel difference was made up through imports of finished products like gasoline and jet fuel, which are even more susceptible to supply disruptions than crude oil.

Following the energy debacles of the 1970s, the industry began adding refinery capacity. By 1980, it could process all the crude oil required to meet demand, but that lasted only until 1985. The gap has been widening ever since.

CONSERVATION—BUT NOT FOR REAL MEN. After the 1973-74 energy crisis, when gas stations closed on Sundays and motorists waited in lines for hours to fill up, Congress enacted a series of tough conservation measures. The Energy Policy and Conservation Act of 1975 imposed stringent mileage requirements on automakers—an average of 27. 5 m.p.g. on passenger cars by model year 1985—to curb gasoline consumption. It worked.

In the decade before the act’s passage, gasoline consumption had risen 48%, to 6.5 million bbl. a day in 1974. In years to follow, even with millions more cars on the highways, consumption remained largely unchanged.

Beginning at 7 million bbl. a day in 1976, demand went up and down in a narrow range and by 1991 was at just 7. 2 million.

During the 1980s, as it became clear gasoline conservation was working, aided by a nasty recession, one energy forecast after another anticipated ever better mileage. The American Petroleum Institute, swept up by auto-industry fervor, announced in September 1981 that “forecasts of fuel efficiency for new cars now exceed those mandates (27.5 m.p.g.), suggesting an industry-fleet average of 30 m.p.g. by 1985.”

Not exactly: this year the average is still 27.5 m.p.g. for vehicles officially labeled as passenger cars, but for the entire fleet of vehicles, including suvs and trucks, it is much worse. The best overall fuel economy of 22.1 m.p.g. (for U.S.- made vehicles) was achieved in 1987-88. Aside from an occasional upward tick, that figure has inched steadily downward, to 20.4 m.p.g. last year.

That’s because Congress lost interest in conservation and failed to keep the pressure on the car companies. Lawmakers refused to set new mileage goals. Worse, they excluded from the existing requirements light trucks and suvs, the fastest-selling vehicles and the ones that use the most gasoline. Contributing even more to the trend, they extended an extraordinary tax benefit to the gas guzzlers, so drivers who used a vehicle for work could write off the cost on their tax returns—even as much as $38,200 toward a new Hummer H2 that gets only 10 m. p.g. As might be expected, consumption rose 1.5 million bbl. a day over the past decade, to 8.8 million last year. But for owners of pricey vehicles like the Hummer, it keeps getting better. The tax-cutting bill signed into law in May expanded the write-off to $100,000.

For its part, the Bush Administration is dismissive of serious conservation. Vice President Cheney, who headed an Administration task force to devise an energy strategy—a group whose work was carried out in secret and whose papers remain secret—expressed the attitude two years ago in a now infamous way: “Conservation may be a sign of personal virtue, but it is not a sufficient basis for a sound, comprehensive energy policy.”

Representative Raymond Green, a Texas Democrat, was more blunt when the House earlier this year beat back an attempt to raise mileage standards. While allowing that he was for “better gas mileage,” said Green: “We come from a big state that wants big trucks and big cars.”

ALTERNATIVE ENERGY: HERE COMES THE SUN, AND THERE IT GOES AGAIN. No alternative-energy source has captured the imagination of lawmakers and Presidents like the sun. For three decades, solar energy’s champions on Capitol Hill have insisted that the harnessing of this free and unlimited supply of energy was just around the corner. Representative Charles Mosher, Ohio Republican, was among the ardent supporters in 1974. “Much of the technology needed to utilize this nonpolluting source of power is nearly at hand,” Mosher said in a speech on the House floor. “In fact, the consensus is that there are no major technical barriers to the widespread application of solar energy to meet U.S. energy needs.”

With that notion in mind, President Carter in 1980 pushed legislation that he said would help “us to reach our goal of deriving 20% of all the energy we use by the end of this century directly from the sun.” The forecast proved breathtakingly overreaching. Last year solar energy accounted for about seven one-hundredths of 1% of all U.S. energy consumption. The Bush energy package includes a $2,000 tax credit for individuals who buy and install photovoltaic or solar water-heating equipment in their residences.

Nothing new here: the government has been selling solar for years with generous tax incentives. Most of the public, though, isn’t buying. And people who do often have memorable experiences. A quarter-century ago, the owners of a 13-story, 64-unit co-op at 924 West End Avenue on New York City’s Upper West Side erected a steel framework on the rooftop, welded it to the building’s steel beams and attached 117 solar-collector panels.

Water heated by the sun flowed through pipes into a 5,000-gallon storage tank in the building’s old coal bin and from there into the building’s hot-water system. The project was funded in part with a $112,000 federal grant. Today the solar experiment is long gone. A building workman told Time that the collectors behaved like sails, swaying back and forth so much that water leaked into apartments below. It cost several million dollars to repair the roof, he said.

But solar is hardly the only alternative energy source that has failed to live up to the promises of its congressional supporters. Just as both parties have embraced President Bush’s hydrogen initiative, they have also signed on to another of his long-shot proposals, one he says will provide “clean, safe, renewable and commercially available fusion energy by the middle of this century.”

Unlike nuclear fission, the splitting of uranium atoms that powers nuclear reactors, fusion joins hydrogen atoms to unleash far more energy. The trick is to control the fusion reaction to generate electricity. It has been an elusive goal for half a century and probably will be for many decades to come. Even so, according to the President, “commercialization of fusion has the potential to dramatically improve America’s energy security while significantly reducing air pollution and emissions of greenhouse gases.”

That’s about what President Carter envisioned more than 20 years ago—albeit with a different timetable—when he signed into law the Magnetic Fusion Engineering Act in 1980. Said Carter: “Fusion power offers the potential for a limitless energy source with manageable environmental effects.” The law established as a national goal the successful operation of a magnetic fusion-demonstration plant in the U.S. by 2000.

The cost was put at $20 billion. As Congress is given to do after announcing grand projects, it slimmed down appropriations to less than $10 billion. U.S. researchers eventually teamed up with colleagues in several countries, but in 1998 Congress pulled the plug on the consortium, contending that it was too expensive.

President Bush, however, reversed that decision. The White House announced last January that the U.S. “will join … an ambitious international research project to harness the promise of fusion energy, the same form of energy that powers the sun. America will join negotiations with Canada, Europe, Japan, Russia and China to create the International Thermonuclear Experimental Reactor (iter). This will be the largest and most technologically sophisticated fusion experiment in the world.” Actually, it’s the same consortium to which the

U. S. had been party in the 1990s and from which it then bailed out.

So it is that the U.S. is likely to be faced with recurring oil and natural-gas crises for some years to come. Their duration and severity remain to be seen. But volatile prices—as with gasoline during the Iraqi war, natural gas last winter and electricity in 2000—are all but guaranteed. The result is a hidden tax of tens of billions of dollars on American consumers. Just how many billions depends on a catalog of variables ranging from the harshness of the weather to unfolding events in the Middle East. More important, it depends on whether Congress and the White House, Democrats and Republicans, come up with a thoughtful energy policy that imposes tough conservation and efficiency measures, promotes research to develop one or two realistic alternative energy forms in commercial quantities and encourages production from a mix of existing energy sources. But none of this will be worth the effort unless the U.S. sticks with a plan long enough for it to pay off.

—With reporting by Laura Karmatz/New York and Eric Roston/Washington, with research by Joan Levinstein/New York

Posted in Natural Gas, U.S. Congress Energy Policy | Tagged , , , | Comments Off on Why U.S. Is Running Out of Gas (Time magazine 2003)

House Representative Stewart Udall (Arizona) 2005 Time to discard 50 years of energy myths

Stewart Udall and Matthew R. Simmons. Nov 20, 2005. Time to discard fifty years of energy myths. Arizona Daily Star.

Stewart Udall was elected to Congress more than 50 years ago, and served as secretary of the Interior during a vast expansion of the nation’s wilderness areas. For the last 35 years, Matt Simmons has been one of the world’s leading energy investment bankers, while writing widely on energy trends. One of us is a Democrat, one a Republican, but both of us believe that the nation can no longer afford fanciful, indulgent, “Alice in Wonderland” energy policies that place our economic prosperity and national security at risk. Stewart Udall, a former Arizona congressman, served as secretary of Interior in the Kennedy and Johnson administrations. Matthew R. Simmons is chairman of Simmons & Co. International, an energy investment banking firm. His recent book, “Twilight in the Desert,” is an investigation of Saudi Arabia’s oil industry.

This summer’s hurricanes have triggered the most serious energy emergency in the nation’s history. With gasoline, natural gas and heating oil at near-record highs, many families face the chilly prospect of much higher energy bills in the future. The entire economy is at risk, but airlines, tourism, farmers, small business, seniors and the poor are particularly threatened.

Katrina and Rita ravaged the Gulf of Mexico’s petroleum infrastructure, but a larger, more daunting crisis was already on the horizon.

To craft an intelligent response, we must begin by discarding 50 years of energy myths.

Because our continent had huge reserves of oil, coal and natural gas, Americans have nurtured a set of energy illusions that have now come home, in biblical fashion, to haunt us.

The most dangerous myth is that cheap energy is our birthright, that the well will never run dry.

This illusion was born in the early 1950s, when U.S. oil fields provided two-thirds of the planet’s petroleum. Oil was so abundant that domestic producers were required to curtail production to prevent a price collapse. For lack of a market, large plumes of natural gas, now our most precious heating fuel, were flared into the sky.

And atomic energy, the new kid on the block, promised an infinite supply of almost-free electricity. In this euphoric moment, our nation began to fashion a new way of living unlike anything ever seen on the planet.

For a half century, we designed skyscrapers, autos, cities and houses on the assumption that energy would remain inexpensive. In the ’50s, we invented the suburb, the shopping center and the Interstate Highway System. In the ’60s we bought Mustangs. In the ’70s we visited the moon, and in the ’80s we built the world’s most powerful military. Between 1950 and 2005, the country’s population doubled and the economy grew sixfold.

Although advanced technology, superb engineering and Yankee ingenuity played vital roles, it was cheap energy that invented U.S. prosperity. Even at today’s prices, a dime buys enough electricity to lift a pickup truck 500 feet in the air. A gallon of gasoline contains as much energy as that expended riding a bicycle across the United States or hiking 300 miles across Arizona.

Because energy was affordable and abundant, we learned to consume enormous quantities. In recent decades our “burn rate” has been the equivalent of 100 pounds of coal per person-day. Americans now consume their body weight in petroleum products each week.

Energy may be a sliver of gross domestic product – but try running the rest of the economy without it. Energy, not money, is the original currency, the source of all wealth. We share this view even though we come from vastly different backgrounds.

The coming months will pose an enormous challenge, with the highest heating bills in U.S. history and the prospect of natural gas rationing. It is a time for bold, courageous leadership, but to date the political response can be summarized as “pray for a mild winter.” Although the near-term challenges are dwarfed by those of the coming decade, our leaders continue sleepwalking.

Katrina showed us what happens when you unplug modern energy: Civilization unravels. Because energy is the prerequisite for economic prosperity, social stability and environmental well-being, we must discard the dangerous myths of the past and embrace the momentous challenges of the future.

U.S. oil production peaked 35 years ago and no amount of drilling can turn back the clock.

  • Depletion rates in natural gas wells have reached alarming levels.
  • The nation’s energy workforce and infrastructure are aging.
  • No new refineries have been built in 30 years.
  • Our population is increasing by 30 million each decade.
  • Chinese oil demand is surging.
  • Finally, the cornucopian assumption that the Middle East holds unlimited amounts of oil is false.
  • Approximately three dozen aging fields produce most of that region’s supply. The thesis that the Saudis could open the tap as wide as necessary is appealing but fictitious. As a result, world oil production is likely to peak within the next decade, if not sooner.

In short, the era of cheap energy is over. Where to from here?

More drilling? Of course we will need to do more drilling, if only to stay where we are. But research shows that more than half the energy used in this country is lost in inefficient power plants, buildings and cars.

Efficiency must be the rallying call. Conservation is, well, conservative, the single most patriotic thing we can do. Longer term, we’ve got to acquire more accurate information about the true state of the world’s aging oil fields, reorganize our work patterns, modernize our shipping and transportation systems, refurbish our aging energy infrastructure, weatherize tens of millions of buildings, and exponentially expand the production of domestic biofuels, wind and solar power, while replacing 225 million automobiles and light trucks with far more efficient vehicles. This scope of work is not optional: It is an urgent matter of national preservation.

If we ignore the current crisis or misread its message, the world as we know it is likely to become a far darker place for our children.

Posted in Energy Policy & Politicians, Government on what to do | Comments Off on House Representative Stewart Udall (Arizona) 2005 Time to discard 50 years of energy myths

House of Representatives Roscoe Bartlett 2005

[ Former Congressman Roscoe Bartlett has discussed peak oil many times in the congressional record. Here are some of his earliest remarks for those of you interested in peak oil history.  He educated the other house members and formed a peak oil caucus consisting of the following House representatives: Mr. Udall of New Mexico, Mr. Goode, Mr. Grijalva, Mr. Jones of North Carolina, Mr. Tancredo, Mr. Gingrey, Mr. Kuhl of New York, Mr. Israel, Mr. Butterfield, Mr. UDALL of Colorado, Mr. Van Hollen, Mr. Gilchrest, and Mr. Wynn). Peak oil activists have and are doing everything they can to alert leaders of the coming crisis so that proper preparations are made, but for reasons listed in “Why do political, economic, and scientific leaders deny Peak Oil and Climate Change?” it is unlikely that government will do anything about energy descent (except perhaps at local levels) Alice Friedemann, www.energyskeptic.com]

March 14, 2005    US Congressional Record [H1409]

http://www.access.gpo.gov/cgi-bin/getdoc.cgi?dbname=2005_record&docid=cr14mr05-103.pdf

Peak Oil Presentation in the US Congress By Roscoe Bartlett  http://www.bartlett.house.gov/

http://www.energybulletin.net/4733.html

OIL DEMANDS —  House of Representatives

The SPEAKER pro tempore (Mr. Daniel E. Lungren of California). Under the Speaker’s announced policy of January 4, 2005, the gentleman from Maryland (Mr. Bartlett) is recognized for 60 minutes as  the designee of the majority leader.

Mr. BARTLETT of Maryland. Mr. Speaker, in this first chart we have some headlines from The Washington Post just a month or so ago. These are headlines from just one day in The Washington Post. The Dow drops 174 points driven, the article says, by economic damage from rising oil prices, the plunging dollar, and growing worries about consumer spending. It goes on to say that a recent oil price rise of 20 percent is continuing to crunch the profits of struggling airlines and is believed to be a factor in disappointing retail sales. Another headline: “Dollar Slides Against the Euro and the Yen.” And another headline: “Consumer Confidence Slips in February.”

Now, should we have had any indication that these were going to be the kinds of headlines that we have been reading in our paper recently? We need to go back a few years, as indicated on this next chart. Let us go back to the 1940s and the 1950s when a scientist by the name of M. King Hubbert, a geologist, was working for the Shell Oil Company. He was watching the discovery and the exploitation and final exhaustion of individual oil fields. He noticed that every oil field followed a very typical pattern. It was a little slow getting the oil out at first, and then it came very quickly and reached a maximum, and then it tailed off as it became more difficult to get the oil out of the ground.

This followed a bell curve. Here is one of those bell curves. Now, bell curves are very familiar in science, and in life, for that matter. If we look at people and how tall they are, we will have a few people down around 4 1/2 or 5 feet and some up to 7 1/2 feet; but the big mass fall in the middle, clustered around 5 1/2 to 6 feet.

Looking at a yield of corn, a few farmers may get 50 bushels per acre, some may get 300, but the big mass today it is somewhere around 200 bushels per acre for corn.

Hubbert noticed when the bell curve reached its peak, about half of the oil had been exhausted from the field. Being a scientist, he theorized if you added up a lot of little bell curves, you would get one big bell curve, and if he could know the amount of reserves of oil in the United States, and he was doing this in the 1940s and early 1950s, and could project how much more might be found, he could then predict when the United States would peak in its oil production.

Doing this analysis, he concluded that we would peak in our oil production in 1970. This curve is what is known as Hubbert’s Curve. The peak of the curve is what is known as Hubbert’s Peak. Sometimes this is called the “great rollover” because when you get to the top, you roll over and start down the other side. It is frequently called “peak oil.” So peak oil for the United States occurred in 1970, and it is true that every year since then we have pumped less oil and found less oil. The big blue squares here are the actual and Members see they deviated a little from the theoretical as M. King Hubbert predicted, but not all that much.

At the bottom, see the difference the big field in Alaska made, and see what that made in the down slope, that never increased production in our country. It just meant that we were not going down quite as fast. You can see that here on the curve. Notice that the Alaska oil production was not the typical bell curve. It should have been, but a couple of things meant it could not be. One was it could not flow at all until we had a 4-foot pipeline. So the fields were developed and they were waiting; then we got the pipeline on board, and it was filled with oil and oil started to flow, and Members see the rapid increase here. It could not flow any faster than through that 4-foot pipe, and so it levels off at the top. We have pumped probably three-fourths of the oil in Prudhoe Bay.

Many people would like to open up ANWR. ANWR has considerably less oil than Prudhoe Bay, so the contribution will be significantly less. I want to note on this chart we also have the red curve, which is the theoretical curve for the former Soviet Union. It is a nice bell curve, peaking a little higher, they have more reserves than we do, and later because we entered the industrial age with vigor before the Soviet Union was quite there. Notice what happened when they came apart; notice how precipitously it fell here. After they got things organized, the fall stopped and now they are producing more oil. As a matter of fact, we might see a little upsurge in this; but the general trend is still going to be down.

On the next chart, and we have here the same Hubbert Curve, but the abscissa is a little too long and the ordinate a little too compressed, so it is not the sharp peak that we saw before. That is the curve we saw before. It shows the Texas component, and it shows the rest of the United States; and it also shows some natural gas liquids. We learned how to extract those a little later. So if you were plotting that as a bell curve, it would peak about here. It is little and then it is much, and then it tails off.

This is the contribution of Alaska, and you can see this not going to be our salvation to pump ANWR because ANWR contains probably not even half as much as Prudhoe Bay. And notice the small contribution that Alaska made. And that is not a bell curve for the reason I mentioned before because we had to develop the fields and they waited for the pipeline, and then it would surge through the pipeline when it was developed. So you do not see the tail getting greater and tailing off.

This is gulf oil. Remember the hullabaloo about the big finds of gulf oil that were going to solve our problem? That is what it did. There never was a moment in time between the big Alaska oil find and all of the pumping discovery and pumping in the gulf, there never was a moment in time when it decreased the fall in our country. The peak occurred, as you see here, about 1970.

Now, the next chart shows what is happening worldwide.

The red curve here shows the actual discovery of oil. Notice that that peaked. There was a big find here that distorted the curve a little but if you rounded that off, you would have the typical bell curve. It started somewhere back here off the chart, then it peaks, and then it is downhill and it tails off. These are the discoveries. The last find there is simply an extrapolation. We have no idea where it is going. We are, by the way, very good at finding oil now. We use 3D seismic detection techniques. The world has drilled, I think, about 5 million oil wells and I think we have drilled about 3 million of them in this country, so we have a pretty good idea of where oil is.

A couple of Congresses ago, I was privileged to chair the Energy Subcommittee on Science. One of the first things I wanted to do was to determine the dimensions of the problem. We held a couple of hearings and had the world experts in. Surprisingly from the most pessimistic to the most optimistic, there was not much deviation in what the estimate is as to what the known reserves are out there. It is about 1,000 gigabarrels. That sounds like an awful lot of oil. But when you divide into that the amount of oil which we use, about 20 million barrels a day, and the amount of oil the rest of the world uses, about 60 million barrels a day, as a matter of fact, the total now is a bit over the 80 million that those two add up to. About 83 1/2 , I think. If you divide that into the 1,000 gigabarrels, you come out at about 40 years of oil remaining in the world. That is pretty good. Because up until the Carter years, during the Carter years, in every decade we used as much oil as had been used in all of previous history. Let me repeat that, because that is startling. In every decade, we used as much oil as had been used in all of previous history. The reason for that, of course, was that we were on the upward side of this bell curve. The bell curve for usage, only part of it is shown on this chart. That is the green one down here, the bell curve for usage. Notice that we are out here now about 2005. Where is it going? The Energy Information Agency says that we are going to keep on using more oil. This green line just going up and up and up is a projection of the Energy Information Agency. But that cannot be true. That cannot be true for a couple of reasons. We peaked in our discovery of oil way back here in the late sixties, about 1970. In our country it peaked much earlier than that, by the way. But the world is following several years behind us. And the area under this red curve must be the same as the area under the green curve. You cannot pump any more oil than you have found, quite obviously. If you have not found it, you cannot pump it. If you were to extend this on out where they have extended their green line, even if it turned down right there at the end of that green line, the area under the green curve is going to be very much larger than the area under the red curve. That just cannot be. We will see in some subsequent charts that we probably have reached peak oil.

Let me mention that M. King Hubbert looked at the world situation. He was joined by another scientist, Colin Campbell, who is still alive, an American citizen who lives in Scotland. Using M. King Hubbert’s predictive techniques, oil was predicted to reach a maximum in about 1995, without perturbations. But there were some perturbations. One of the perturbations was 1973, the Arab oil embargo. Other perturbations were the oil price shocks and a worldwide recession that reduced the demand for oil. And so the peak that might have occurred in 1995 will occur later. How much later? That is what we are looking at this evening. There is a lot of evidence that suggests that if not now, then very quickly we should see world production of oil peak.

What are the consequences? What are the consequences of this depletion? The remaining oil is harder to get. It requires greater energy investment, resulting in a lower return on energy invested. That is the energy- profit ratio, which is decreasing. When we started out, you put in one unit of energy and you could get 30 out. Then that fell off, and then we found a few more fields and we got really good at extracting oil with better techniques. It looked for a little while like it was going up, but look what happened. It falls off to where it would have come anyhow if this curve had simply gone down. This is an inevitable consequence of pumping a field.

Lower profits are not the only concern. When more energy is required to extract it than is contained in the recovered oil, that is, when this ratio is less than 1, notice, we are over there at about 1984, we have got to get now another 20 years, I am not quite sure where we are now when you plot that day. We are getting very close to the unit it takes as much energy to get the oil out as you get out of the oil. It may still seem profitable from a monetary perspective, but when you are using more energy to get oil out of the ground than you are getting out of the oil, then clearly you need to leave it there when we reach that point. I mentioned the bump there was caused by a few more discoveries and particularly by increased efficiency in pumping the oil.

What is the current U.S. status? We have only 2 percent, between 2 and 3 percent, not really known for certain, but approximately 2 percent of the known reserves of oil. We use 25 percent of the world’s oil. By the way, we have about 8 percent of the world production. What that means is if we have only 2 percent of the reserves and 8 percent of the production, that means we are real good at pumping oil, does it not? That means we are pumping our reserves at roughly four times faster than the rest of the world. That means that this 2 percent will not stay 2 percent by and by because we are so good at pumping oil, we are going to be down to 1 percent of the known reserves in the world and we will still be using about 25 percent of the world’s oil. We are now importing about two-thirds of that. At the Arab oil embargo we imported about one-third of that. So we are now importing, relatively, two times more oil, actual quantity much more than that, but relatively about two times more oil.

Chart 6 shows us that more drilling just will not solve the problem. This is a very interesting chart. This shows the difference between the amount of oil that you are finding and the amount of oil that you are pumping. Notice from 1960 on until about 1980, declining for sure, but every year except for one we found more oil than we pumped. The yellow line up here is drilling. You remember the Reagan administration and all the emphasis on drilling because we knew that we were approaching this flipover point where we were going to be pumping more oil than we found and so there was a rationale that if you just give them a profit motive and you have the right incentives, tax and regulatory incentives and so forth, they will go out and they will dig more wells and they will find more oil. Sure as heck they went out and dug more wells. But did they find any more oil? As a matter of fact, in 1982, more oil was used in looking for oil than the oil they found in 1982. Pretty consistently for every year after 1982, we have used more oil than we found.

Today worldwide we are pumping at least six barrels of oil for every barrel that we find.

Chart 7 shows that worldwide discoveries are repeating the U.S. pattern. This is a rough bell curve. You find a big find of oil and it is going to make a spike. This is average for 5 years. If you look at it on a year for year, it is really up and down as you find big reservoirs of oil. But generally it starts low and it goes up and it comes down. It follows roughly a bell curve. I would not pay too much attention to the figures on the ordinate here, because the area under this curve must equal just a little bit over 2,000 gigabarrels of oil. If I visually sum the area under this curve, it is going to equal something more, not frightfully more but something more than 2,000 gigabarrels of oil which from other sources we know ought to be the total amount of oil under the sun. Notice that we are tailing off to something very low. It is unlikely that we are going to find big additional finds in the future. Again, we are very good at that. We have dug about 5 million wells worldwide. We have done a whole lot more than that explorations with detonations and seismic and 3D and computers and we are very good at looking at the kind of geology where you might find oil. There is just no real expectation that there are going to be big additional fields of oil found out there. This dropoff in discovery is really in spite of very improved technology for finding oil.

Chart 8. This is a very interesting chart. It has nothing to do with time, because on the abscissa here, we have the number of wells that are drilled, the cumulative oil caps, and on the ordinate, we have the amount of oil that was found. For any relatively big field, here we are talking about 50 gigabarrels. Remember, there are about 2,000 gigabarrels worldwide, so this is a meaningful part of the world reserves of oil. We see that that goes up and up and then it tails off. You cannot find what is not there. No matter how many more wells you drill, you are not going to find oil that is not there. The same pattern should be apparent on a world scale. Chart 9. This is a very interesting chart. It is a little too busy, but let me try to explain what is there. The oil companies for reasons of pricing and regulations and so forth have had the habit through the years of underreporting initially how much oil they found. Then later when it was appropriate to their license to produce more oil, they would report additional oil. They never found any additional oil, they simply reported oil they had found previously. By the way, you may have noted that three times in the last roughly 3 weeks, oil companies have admitted that their estimates of the reserves were exaggerated and have downscaled the reserves that they said were there. If you took the original reporting of the reserves, you might be able to construct a curve, a straight line curve which said we are just getting more and more. But if you backdated that to the actual discoveries, then you get this curve. This curve is asymtoting at a bit over 2,000 gigabarrels, which is about what the world’s experts say had been there. We have now pumped about half of that. We have about 1,000 gigabarrels remaining.

What now? Where do we go now? One observer, Matt Savinar, who has thoroughly researched the options, and this is not the most optimistic assessment, by the way, but may be somewhat realistic, he starts out by saying, Dear Readers, civilization as we know it is coming to an end soon. I hope not. This is not the wacky poclamation of a doomsday cult, apocalypse Bible sect or conspiracy theory society. Rather, it is a scientific conclusion of the best-paid, most widely respected geologists, physicists and investment bankers in the world.

These are rational, professional, conservative individuals who are absolutely terrified by the phenomenon known as global peak oil.

Why should they be terrified? Why should they be terrified just because we have reached the peak of oil production? Last year, China used about 30 percent more oil. India now is demanding more oil. As a matter of fact, China now is the second largest importer of oil in the world. They have passed Japan. When you look at how important oil is to our economy, you can understand the big concern if, in fact, we cannot produce oil any faster than we are producing it now and there are increasing demands, as there will be, for oil. In our country, for instance, we have a debt that we must service. It will be essentially impossible to service that debt if our economy does not continue to grow. So there are enormous potential consequences, which is why he says that these people are absolutely terrified by the phenomenon known as peak oil.

What can we do to avert the kind of a catastrophe that he hints at with those words? We must not squander an opportunity. One is always reminded of Malthus. I am sure you have heard of him. He was looking at the increase in world population and he looked at our ability to produce food and he says, gosh, those two curves are going to cross because the world population was increasing faster than our ability to produce food and we are going to have mass starvation. That did not happen. The reason that did not happen was because Malthus could not have anticipated the green revolution, which, by the way, was made possible almost entirely, well, the plant science had a lot to do with it but better plants and better genes without the fertilizer to make them grow is not going to do you much good, so the green revolution was very largely the result of our intensive use of oil. Most people do not know it, but all of our nitrogen fertilizer is made from natural gas. You may have observed that when you have a thunderstorm in the summertime, your lawn is greener than when you have watered it.

That is because of what is known as poor man’s fertilizer. The lightning combines some of the nitrogen so they can be carried down by the water and one’s lawn is, in fact, greener after a thunderstorm than it is when they water it. We have kind of learned how to mimic lightning, and we now know how to make nitrogen fertilizer from gas. By the way, before we knew how to do that, the only sources of nitrogen fertilizer were barnyard manurers. If one is on the Eastern Shore with a lot of chickens, one could go a long way with that now in agriculture, could one not? But barnyard manurers would fertilize only a tiny percentage of the nitrogen needs of our plants.

And other than that it was guano. My colleagues know what guano is. Guano is the droppings of bats or of birds on a tropical island, their droppings accumulating for thousands of years, and there was a major industry insending ships around the world to tropical islands and getting the guano.

We must not squander the opportunity that we have. Jevons Paradox becomes applicable here. Just a word about what Jevons Paradox is because I am going to mention it a time or two again. But Jevons Paradox says that frequently when one works to solve a problem, they really make the situation worse.

Let me give one little example. Suppose there is a small businessman who owns a store. He is really concerned about peak oil, and he is concerned about energy, and he wants to do something. His little store is using $1,000 worth of electricity a month, and he decides that he can really cut that use. So he does several things. He gets a storm door. He puts on storm windows. He insulates more. He turns down the thermostat, and he asks his workers to wear sweaters. And he is successful because he reduces his electric bill from $1,000 to $500. Almost no matter what he does with that $500, he has just made the situation worse by doing that.

Let me explain. One of the things that he may do, and it is a natural thing for a small businessperson to do, he may decide, I could hire more people and have a bigger business if I expanded. And so now he will expand, and he will still be using as much energy. Or if he decides to invest his money, if he invests his money in the bank, the bank will lend his money out five or six times, and at least some of those loans will be to small business people. And what the small business people will do is to create jobs and use energy. So the store owner is concerned about energy and the environment and being a responsible citizen, cutting his use of electricity, because everybody did not do it, because only he did it and nobody took advantage of the opportunity that was presented because he used less energy, he really contributed to the problem.

Because after he expanded his business, he would be using still more energy. Or if the money was lent out by the bank and small businesses created more jobs and they used more energy, the situation would have just gotten worse.

All that the “green revolution” did was temporarily extend the carryng capacity of the world. If we think about that, ultimately if we cannot do something about it to stabilize it, the green revolution just made matters worse. In the meantime we have all eaten very well in spite of the fact that about a fifth of the world will go to bed hungry tonight; but on the average, we are eating very well, and because of the average American, we are eating maybe too well.

But what we have done with the green revolution is to permit the population of the world to double and double again. So if we cannot now make sure that we stabilize population and bring it to the point where it can be supported by a technology where there is not what was ordinarily perceived as an inexhaustible supply of oil, there will simply be more people out there to be hungry and starved if we cannot meet their needs. So we have got to make sure that whatever we do to solve this problem that Jevons Paradox does not contribute.

Chart 10, this shows that this growth cannot be sustained forever. The greatest power in the universe, Albert Einstein was asked this question: Dr. Einstein, you have now discovered the ability to release energy from the atom. We get just incredible amounts of energy from the atom. A relatively small amount of fuel in one of our big submarines will fuel it for 33 years now. Enormous energy density. And they asked him, Dr. Einstein, wat is the most energy-intensive thing in the world? He said, “It is compound interest.”

That is what we have here in this exponential curve. And by the way, we, and when I say “we,” I mean the world, have been using oil as if our economy could just continue to grow on this unlimited exponential curve.

Whether it is 2 percent a year or 5 percent a year or near 10 percent, which is what China has been growing in the last few years, we are still on an exponential curve.

Not quite so steep if we are on a lower growth rate. It goes up and up forever and ever.

Obviously, there is not an inexhaustible amount of oil in the world; so we have the exhaustible resource, which is this lower curve. It reaches a peak,which, if not now, shortly. Oil, as the Members may have noticed, is $54 or $55 a barrel. I saw the other day one future had sold for $100 a barrel, and the experts are saying we are probably going to see $60 before we see $50. We will wait and see.

The third curve here is the renewable resource curve. Do not be confused by the size of these curves. They are simply placed here so that lines would not cross other lines. But in actual practice, the renewable resource curve is likely to be nowhere near the peak of the exhaustible resource curve, energy.

Let me give a little example of what the problem is and why this is almost certainly true. One barrel of oil, 42 gallons of oil, equals the productivity of 25,000 manhours. That is the equivalent of having 60 dedicated servants that do nothing but work for someone. We can get a little better real-life example of this. A gallon of gas will drive a 3-ton SUV, and some of those are better than others, and let us say it takes it 20 minutes, which some will but most will not. Most are around 10. But let us say one gallon of gas will take a 3 -ton SUV 20 miles at 60 miles an hour down the road. That is just one little gallon of gas, which, by the way, is still cheaper than water. We pay more for water in the grocery store than we pay for gas at $2 a gallon at the pump, added up.

How long would it take one to push their 3-ton SUV the equivalent of 60 miles an hour, 20 miles down the road? To get some idea of the energy density in these fossil fuels, there is just nothing out there in the alternatives that have anything like this energy density. There are some potentials, nuclear, and we will talk about those in a little bit. But of the general renewables, there is nothing out there with that kind of density. So this curve is likely to be much lower than this curve; and notice that if it is, in fact, going to be renewable, it cannot go to an unrealistic height. There is only so much wood to cut. Easter Island had that experience. When they cut the last tree, they totally changed the ecology.

The Bible talks about the large clusters of grapes and the honey and so forth that they found when the spies went out. That now is a desert. The Cedars of Lebanon, the grand Cedars of Lebanon that built the temple, that is now largely a desert. Why is it a desert? Because they cut the trees, they changed the environment, they changed the climate. So obviously this line has to be a reasonable sustainable level. It just cannot go on forever.

The challenge, then, is to reduce consumption ultimately to a level that cannot be sustained indefinitely without succumbing to Jevons Paradox.

How do we buy time, the time that we will need to make the transition to sustainability? Obviously, there are only two things that we can do to buy time. One is to conserve, and the other is to be more efficient. And the gentleman from Maryland (Mr. Gilchrest) mentioned our increasing efficiency. We have done a great job. Our refrigerators today are probably twice as efficient as they were 20 or 30 years ago. But instead of a little refrigerator, we have a big one. Instead of one, we may have two. So I will bet we are using as much electricity in our refrigeration as we ever used.

Conservation, we can do that. Remember several years ago when there were brownouts, blackouts in California and we were predicting, boy, the next year is really going to be rough? Do the Members know why it was not and we did not see any headlines about blackouts in California? Because knowing that there was a problem, the Californians, without anybody telling them they had to, voluntarily reduced their electricity consumption by 11 percent. That is pretty significant. And that avoided the rolling blackouts or brownouts.

And, finally, we must commit to major investments in alternatives, especially as efficiencies improve. This must ultimately lead to the ability to do everything within the capability of renewable resources. If we have got a solar breeder, and this shows a picture of a solar breeder. That, by the way, is about 5 miles from my home. It was built by Solarex, and it is a sign of the times. Mr. Speaker, this is now owned by BP. They know that oil is not forever. They are now the world’s second largest producer of solar panels.

A few years ago, the largest buyer of solar panels in the world, and I do not know if that is true today, but a few years ago it was Saudi Arabia. Why would Saudi Arabia, with the most oil in the world, be the biggest purchaser of solar panels in the world? The reasons are very simple. These are not dumb people, and they figured out that solar panels were better for them in producing electricity than oil because they had widely distributed communities that were very small. Electrons in a wire are very different than oil in a pipeline.

Put a gallon of oil in a pipeline up at Prudhoe Bay, and a gallon will come out where it goes on the ship. If we put electrons in a line which is long enough, nothing will come out in the other end. It is called line loss.

And they knew that in their small communities, widely distributed, with the enormous line losses they had from big plants, that they would be better off with distributed production.

By the way, just a hint to our people who are concerned with homeland security, the more distributed production we have, the less vulnerable we are going to be to terrorist attacks on our power infrastructure.

Transition to sustainability will not happen if left applying market forces alone. Everyone must be part of the effort or Jevons Paradox will prevail. If only our country tries to do it and nobody else helps, we will just put off the day when we must make the transition, and it will be even more difficult. The market will, indeed, signal the arrival of peak oil. To wait until it does, however, is like waiting until we see a tsunami:
by then it may be too late to do anything.

We now are doing a lot of talking here in the Congress and fortunately across the country about Social Security, and it is a big problem. But I tell the Members if the problem of Social Security is equivalent to the tidal wave produced by the hurricane, then this peak oil problem is equivalent to the tsunami. The impact and the consequences are going to be enormously greater than the impact and the consequences of Social Security or Medicare or those two put together.

It will take a sustained, conscious, coordinated national and even international, effort. If everybody is not working together and buying time by conserving and being efficient and using wisely that time we bought, then all we do is put off the inevitable.

The hydroelectric and nuclear power industries did not arise spontaneously from market forces alone. They were the product of a purposeful partnership of public and private entities focused on the public good. This is what we have to do relative to alternatives.

As I mentioned, California solved their energy crisis by voluntarily reducing their demand for electricity. Time, capital and energy resources are all finite. We have only so much time until it would be too late to avoid a real problem. Capital is limited and energy resources are certainly limited.

This time it will not be like the seventies. The big difference between now and the seventies is that in the seventies, we were just going up this curve, we were nowhere near the top of the curve, so there was always the ability to expand, to surge. If, in fact, we are now at peak oil, there is no such ability remaining.

Is there any reason to remain optimistic or hopeful? Let me go back to Matt Savinar, that not-too-optimistic journalist. “If what you mean is there any way technology or the market or brilliant scientists or comprehensive government programs are going to hold things together or solve this for me or allow for business to continue as usual, the answer is no. On the other hand, if what you really mean is is there any way that I still can have a happy, fulfilling life, in spite of some clearly grim facts, the answer is yes. But it is going to require a lot of work, a lot of adjustments, and probably a bit of good fortune on your part.”

What now? Well, what we need to do now clearly is to buy time, and we buy that, as I mentioned, with efficiency and conservation. This will keep energy prices affordable. If demand continues to increase and output cannot increase, energy prices are going through the ceiling.

So we have got to reduce demand so that prices do not get so high that it is impossible to invest the capital necessary to develop the alternatives, using existing conventional technologies to make the transition as new technologies are developed.

We must use it wisely. If we do not use it wisely, and I have talked about Jevons Paradox several times, we have got to make investments in efficient, sustainable technologies, further reduce requirements for energy in any form, making smaller systems feasible which reduce both initial and operating costs.

The benefits are enormous. Additional benefits include business opportunities, lots of business opportunities we do not even dream of. Look at the business opportunities created by putting a man on the moon.

I have 200-some companies in Maryland alone which are there only because of technology breakthroughs in putting aman on the moon.

That same thing could happen if we had a Manhattan type project focusing on renewables, potential worldwide markets, if we are the leader, and we have every reason to be the leader because we have the biggest problem.

We can develop worldwide markets, domestic job creation and environmentally benign technologies with potential to reduce and or eliminate pollution. We could be a real role model.

We are, as I mentioned, less than 5 percent of the world’s population, and we use 25 percent of the world’s energy. I was in Europe a month or so ago, and their comment was somewhere between anger and disdain. “You are still only paying $2 a gallon for gasoline in your country.” It is $5.50 or $6.00 a gallon there. And they are not unmindful that this one person in 22 in the world is using 25 percent of the world’s energy. We have a real opportunity to be a role model.

Let me put up the last chart. This is potential alternative solutions. For what time we have remaining, let me ask my colleague, the gentleman from Maryland (Mr. Gilchrest) to join us as we talk about this.

I have only have some of the potential solutions here. I just want to go down this list and look at these. There may be some others. The gentleman mentioned hydrogen from the ocean. That is certainly one.

There are some finite resources here, ones we have not maximally exploited here, and some renewable resources here, and we want to spend another whole hour talking about this, because there are a lot of things to talk about in these resources. But almost none of these have the density of energy that we find in fossil fuels.

There are tar sands in Canada, there is oil shale in this country, but it takes an awful lot of energy to get energy out of those. You may not have much more than a one-and-a-half to one. I have heard it takes six barrels of oil to get one net barrel of oil out of these tar sands and oil shale. There is an awful lot there, but there are considerable environmental costs and enormous economic costs to develop it.

Mr. GILCHREST. If the gentleman will yield, another analogy I heard recently about the efforts to bring out ever-increasing and diminishing oil reserves and how that simply is not going to work for sustaining our energy needs, this particular physicist gave an analogy that compared the oil to a lion in Africa taking the energy of catching two gazelles to catch one gazelle. How long would that lion last? It takes the energy of catching two gazelles to only catch one, but he needs it to sustain himself, and that simply is not going to work.

I want to compliment the gentleman from Maryland, and I would like to be a part of the extra hour that we will do maybe this week to show what the alternatives are, simply because our energy requirements are increasing, they are not decreasing, and they will continue to increase.

Political parties are not going to let the grid go cold, but what do we do when we rely on oil and natural gas as the predominant energy source for this country? We have to simply find alternatives.

If I could just say briefly, there are two problems with our dependence on oil, and the gentleman has laid those out exceptionally well tonight. Part of the first problem is trade deficits and national security because of our oil dependence. When the price goes up, because we do not have most of the reserves, when oil peaks, we have no control over that. There will never be a decrease in demand. There will always be an increase in demand, no matter what happens, and our energy hunger is gargantuan.

The other problem with our oil dependence is that we are burning fossil fuel. We are returning to the atmosphere carbon that has not been there in this amount for millions of years, and what we are burning in decades it took the natural processes millions of years to lock away.

One other comment about letting the market forces deal with this fairly eminent problem. The global marketplace deals with the CEOs that are rightly so in the business to make a quick profit. The international marketplace is when nations get together, discuss an issue and they find mutual benefit to these vast problems.

Vast solutions are available through what the gentleman has described so well tonight.

Mr. BARTLETT. Mr. Speaker, reclaiming my time, of course the real challenge is to have everybody agree on what the facts are. I suspect a big percentage of the people that might read or listen to what we say this evening had not even heard of peak oil.

We really had about 30 years warning that this was going to happen. When M. King Hubbert predicted oil would peak in this country in 1970 and it did, and 5 years later, certainly by 10 years later we knew absolutely he was right, because we were well down on the curve 10 years later, we should have had some hint that he probably was right, he and Colin Campbell were probably right about world production? We paid no attention to that.

As a matter of fact, the people that were talking about this until very recently have been quickly relegated to the lunatic fringe. If I had been up here 3 or 4 years ago talking about this, someone may want to relegate the two of us this evening to the lunatic fringe.

But I think the evidence is out there. I think the evidence is out there, and the marketplace is saying that it is out there, because oil is now at $54 or $55 a barrel, they are saying we are going to see $60 before we see $50. I saw one future that was $100 a barrel.

By the way, at $100 or $200 a barrel, tar sands and oil shale become somewhat competitive, but with enormous costs. They will be positive, we will get a little more out than we put in, but not the kind of energy we are now using.

Coal, we have a lot of coal. China has a lot of coal. We now use coal primarily in this country for producing electricity. It is very dirty. Our environmental requirements now, there has not been a new coal plant in a long while, it is all natural gas. It is a real pity. Oil and natural gas are, in a very real sense, too good to burn. They are the feedstock for an enormous petrochemical industry. I mentioned only the fertilizer that grows our crops and the pesticides we make from oil. We live in a plastic world, and all of that plastic is made from oil.

Now, it is true that you can also use biomass and so forth to do some of that, but let us remember that we are just on the verge of not being able to feed the world. Tonight about one-fifth of the world will go to bed hungry. We we are not going to bed hungry in this country, not by a long shot, and we are living very high on the food chain. The time will come when you will not be able to eat the pig that ate the corn, because there is at least 10 times as much energy in the corn that the pig ate as you are going to get out of the pig by eating him. So we can certainly do a lot of by living lower on the food chain.

Mr. GILCHREST. If the gentleman would yield for a second, first of all, I want to compliment the gentleman on this fascinating factual presentation which leads me to what I want to say.

The gentleman said something earlier about finding solutions to the problem is going to be similar to the Manhattan Project or similar to placing a man on the moon within a decade when President Kennedy made that statement, and it is that kind of leadership from this Congress, from the administration, to incentivize, to create the kind of inspiration from the general public, to put these forces together to make it all work.

Mr. BARTLETT. Mr. Speaker, reclaiming my time, but now we must do it on a global basis, because of Jevons Paradox, if all the world does not cooperate, we will not get there. Had we paid attention to M. King Hubbert and not relegated him to the lunatic fringe, and he was right as evidence indicates on his prediction from 1970, had we paid attention to him we would have had at least 20 years headstart, and then we could have done it alone in this country because we are so big and use so much of the world’s energy.

Before we leave coal, we are going to come back to this and spend another hour with a lot of detail on this, but someone said there are 500 years of coal, that is not true there is maybe 250, at present use rates. But as oil becomes harder and harder to find, we are going to turn more and more to coal, and that 70 years with enormous environmental penalty will shortly become a relatively few years. That is not forever. But we will be leaning on coal more than in the past nuclear.

Three ways we can get nuclear energy. For one of them we are home free, and that is fusion. We send a little less than $300 million a year on that. I would like to spend more if there was the infrastructure out there to support it, because if we get there, we are home free.

But I kind of think that hoping to solve our energy problems with fusion is a bit like you or me hoping to solve our personal financial problems by winning the lottery. That would be real nice. I think the odds are somewhere near the same. I am about as likely to win the lottery as we are to come to economically feasible fusion.

I hope I am wrong. Frequently my hopes and my anticipations are different. My anticipation is we are not going to get there because of the enormous engineering challenges. My hope is I am wrong and we are going to get there.

Two other ways to get energy from nuclear. One is the light water reactor, which is all we have in this country. By the way, tonight when you go home, every fifth home and every fifth business would be dark if we did not have nuclear. It produces 20 percent of all of our electricity. But there is not all that much fissionable uranium in the world, so we are not going to get there with light water reactors. France produces about 80 percent of its electricity from nuclear. They have a lot of breeder reactors. They do what the name implies, they make more fuel than they use, with big problems, in enrichment, shipping it around, squirreling away the products for a quarter of a million years. That presents enormous challenges to us.

So there is the potential here in nuclear, but a lot of problems involved with it. It is not just that simple. By the way, it takes a lot of oil to build a nuclear power plant.

At some point, you pass the point of no return where there is not enough readily available high-quality fossil fuels to support our present economy while we make the investment we have got to make to transition to these renewables. And then we come to true renewables: solar, wind, geothermal, ocean energy. All of these suffer.

By the way, I am a big supporter of these. I had the first hybrid electric car in Maryland. I had the first one in the Congress. I have a vacation home that is off the grid and totally powered by solar. And I am going to put in a wind machine. I am a big supporter of this.

But the energy density here is very low. And it is intermittent. It takes a lot of solar panels to produce the electricity that you use in your home. It takes 12 of them to power your ordinary refrigerator just as an example. So those are real potential, and they are growing. Wind machines now produce electricity at 3 1/2 cents a kilowatt hour. That is getting competitive. A whole lot of them in California. They are in West Virginia. We are putting some up on Backbone Mountain in western Maryland.

Boy, if we could get down there to geothermal we would have it, would we not?

There is not a single chimney in Iceland because they do not need them. They have got geothermal. They have a little bit of it in the West. But for most of the world that molten core is far too deep for us to tap.

Mr. GILCHREST. If the gentleman would yield just for a second, I am sure he knows, but the general public, I do not think realizes it is not necessary to be sitting right on top of a volcanic area, an earthquake zone to get geothermal energy. We on the Eastern Shore of Maryland have a number of schools that are actually providing heat for those schools from geothermal energy. Some of these things are sort of a hidden secret. But it is the classical conventional wisdom that keeps us from exploring some of these things a little bit further. And I think the gentleman is bringing those out tonight.

Mr. BARTLETT of Maryland. Is this tying the school to the molten core, or is it simply using a heat pump and exchanging, not with the air? What you are trying to do in the winter-time is cool the air and what you are trying to do in the summer time is heat the air.

Mr. GILCHREST. It is actually bringing water up from the surface, from the subsurface. The water is much warmer further down.

Mr. BARTLETT of Maryland. It is indeed. But you still have to have energy to use that. You are much more efficient using a heat pump that is tied to the ground, to groundwater than it is to the cold air in the winter and the hot air in the summer. If you are thinking about what you are trying to do is to cool the cold air in the winter time and to heat the hot air in the summertime. And obviously ground water is very much better in both seasons than either the air in the winter or the cold, the hot air in the summer or the cold air in the winter.

Ocean energy. You know, it takes an enormous amount of energy to lift the ocean 2 feet. That is roughly what the Moon does in the tides, is it not? But the problem with that is energy density.

There is an old adage that says what is everybody’s business is nobody’s business. And the corollary to that in energy is if it is too widely distributed, you probably cannot make much of it. And we have really tried to harness the tides. In some fjords in Norway where they have 60-foot tides you put a bar there, when it runs in you trap it and then you run it out through a turbine. When it is running out, you can get some energy from it. And there is potential there, a lot of potential energy. But you know it is very dispersed. We have a hard time capturing that energy.

I suspect that our hour is about up, and this is maybe a good place to end. We are going to come back and spend another hour looking at agriculture, enormous opportunities from agriculture. But let me remind the gentleman that we are just barely able to feed the world now. And if we start taking all of this biomass off the field, what is going to happen to the tilth of our soil, to the organic matter in our soil, which is essential to the availability of nutrients in the soil by the plant. So there are lots of challenges here. There are lots of opportunities here. And we will spend another hour talking about them. Thank you very much. And I yield back, Mr. Speaker.

 

In the 109th Congress, Bartlett serves as Chairman of the Projection Forces Subcommittee of the Armed Services Committee.  One of three scientists in the Congress, Dr. Bartlett is also a senior member of the Science Committee.  Due to his ten years of experience as a small business owner, he also serves on the Small Business Committee and is its Vice Chairman. More info at www.bartlett.house.gov

 

20 Apr 2005 by US Congressional Record. Our Dependence on Oil by Roscoe Bartlett

http://www.energybulletin.net/5519.html

Mr. BARTLETT of Maryland. Madam Speaker, on March 24 of this year, 30 of the prominent leading individuals in our country wrote a letter to the President about what they considered a very critical national security issue. The letter was signed by Robert McFarlane, James Woolsey, Frank Gaffney, Boyden Gray, Timothy Wirth, and 30 other people, including 12 retired generals and admirals, five Secretaries of Defense Departments, and several retired Senators and Representatives.

To understand their concern, we need to go back about 6 decades to a sequence of events that brought us to a situation that very much concerned them. We have only 2 percent of the world’s oil reserves, we use 25 percent of all of the oil used in the world, and we import two-thirds of that. We have less than 5 percent of the world’s population.

How did we get here? The next chart shows us that, and this goes back the 6 decades that I mentioned to a Shell oil scientist by the name of M. King Hubbert who, in the 1940s and 1950s watched the exploration, the pumping, and the exhaustion of oil fields, and he noted that each of the fields followed a bell curve. It rose to a maximum, and then it fell off as they pumped out the remaining oil. He noticed that at the peak of that curve, that about half of the oil had been consumed from the average field. It is logical that the second half of the oil would be harder to get and take more time, and it would not flow as quickly. He theorized that if you added up all of the individual fields in the country, you could predict when that country would peak in its oil production. And in 1956, he made a projection for the United States. Fourteen years later, which was when he said it would occur, the United States peaked in its oil production.

This curve here in green, the smooth, green curve was his prediction. The little more ragged curve, the points that do not fall quite on the curve were the actual data points which we see fell remarkably close to his prediction. We are now well down that curve. We are now producing less than half of the oil that we produced in 1970.

The red curve there, by the way, is the curve for Russia. There is going to be a second peak there, because after the Soviet Union fell, they kind of got their act together and they are going to have a second peak, but not so high, and so their real peak was when it is shown there.

The next chart shows us the elements of the oil in this country, where we got it from. We see a whole bunch of it came from Texas, and then the rest of the United States, and then nos gas liquids, the red above, and we see what is called Alaska there. That is all the oil that we got from Prudhoe Bay, the north slope, a lot of oil.

But it really did not make a very big difference. You see, we are still sliding down that slope and there is just a little blip produced by Prudhoe Bay, and then we slide down the slope.

Mr. Speaker, we remember a couple of years ago, the Gulf of Mexico oil, and that oil was going to solve our oil problem. That oil is represented by that yellow there. Not a whole lot, and it did not stop our slide down Hubbert’s peak. The amount of oil that may be present in ANWR is predicted to be, who knows; it may be very little, it may be a whole lot, but the prediction is about half of what was in Prudhoe Bay. So you may agree or disagree that we should drill in ANWR, but it really does not matter because there is not enough oil in ANWR to really make a difference.

The next curve we have shows a very simple curve, the problem that we face. If, in fact, we have reached peak oil, and I spoke here on the Floor a bit more than 5 weeks ago for an hour on this subject and we have had a lot of people come through our offices and a lot of phone calls and e-mails from all around the world, and I will tell my colleagues that there is nobody who does not believe that we are either at peak oil or will shortly be at peak oil. As this chart shows, you do not have to be at peak oil to have a problem. If peak oil occurs here, and we are here, you see that there is a bit of yellow between our use curve and by the way, this use curve is only a 2 percent growth. Now, we think that if our economy is not growing 2 percent, that the sky may fall, the stock market reacts very badly, and this is only a 2 percent growth curve. Look what happens with this 2 percent curve, with that yellow there, that is what we would like to use at only 2 percent growth, and the blue line there shows us the oil that will be available. Now, we cannot use oil that is not there. So that is going to be all the oil that we have available to use if, in fact, this is correct.

Now, I would point out 2 things. One is that M. King Hubbert was right about the United States. Using exactly the same prediction techniques, he predicted that the world would peak in about 2000. It did not quite, because he could not have known about the Arab oil embargo or the big price spike hikes or the world recession that resulted from that net delay that is probably occurring about now. But we have a problem of a shortfall before we actually get to peak, and that is probably where we are now.

Let me just spend a moment on this chart, because I want to point out some realities here. This is the amount of oil that we would like to use, following up this just 2 percent slope. And the amount of oil we will have to use is represented by the blue curve here. But we cannot use all of that oil for the present purposes for which we use oil, because if we do, there will be no oil left over to make the investments we have to make in the alternatives and the renewables that ultimately must take the place of oil, because you see, we are shortly going to be sliding down Hubbert’s peak.

The next chart shows us the slopes of these peaks when you have more than a 2 percent growth. This is the 2 percent growth line, if you chart out with 2 percent growth and then extrapolate that as a straight line, but that is not what growth is. Growth is always exponential. It is like compounding interest, and people understand compound interest, and I am not sure why they do not understand exponential growth, but 2 percent growth follows this curve, it does not follow this straight line curve. The next curve above it is only 4 percent growth. I would note that last year, the world economies grew by 5 percent on average. Now, we did not do quite that well, but China did a whole lot better. China grew at 10 percent. I was kind of playing around with this chart and I think the 10 percent curve goes about here.

Mr. Speaker, with a 10 percent growth curve, every 7 years, it doubles. That means in 14 years, it is 4 times bigger, and in 21 years, it is 8 times bigger. As a matter of fact, one of the biggest forces in this world is the force of exponential growth, and it is very difficult for a lot of people to understand. Albert Einstein was asked, Dr. Einstein, you have been instrumental in developing nuclear energy. It is really very powerful; from a little tiny bit of this, you get a great big explosion. What will be the next big energy source? And his response was the most powerful force in the universe is the power of compound interest, which is an exponential growth curve.

The next chart shows a reality here that we really need to pay attention to, and this was the reason, this was the reason for the letter that these gentlemen wrote. It was in the letter that they said, the United States’ dependence on imported petroleum poses a risk to our homeland security and economic well-being. If we have only 2 percent of the known reserves, and we use 25 percent of the world’s oil, and we import more than two-thirds of it, and as the President said himself, much of that oil, he said, we rely upon energy sources from countries that do not particularly like us. Yes, Mr. President, that is true. Most of the reserves of oil are in the Middle East, and many of those countries go a bit further than just do not particularly like us.

What we have here on the easel is a view of the world which shows what China has been doing. China has been scouring the world, looking for oil. And all of the blue, here is where China has been: In the Orient, in the Middle East, several places in the Middle East, in our backyard. They have contracts in Canada, they have contracts in Colombia, they have contracts in Venezuela, they have contracts in Brazil, they have contracts in Argentina, and they almost bought an oil company in our country; they were just outbid a little. They will be back again trying to secure an oil company in our country.

China now is the second largest importer in the world. Last year, they increased their demand for oil by 25 percent. Now, that will not go on year after year, because last year, they shut down a lot of coal-fired power plants because the pollution was killing them, so they bought a whole bunch of diesel generators; I suspect that the pollution might be almost as much from them, but they are more widely distributed, which is one of the reasons they used so much oil last year.

The next chart shows us something very interesting about energy and the effect that it has had on civilization and on growth of economies. On this chart, and I am sorry that most of it is blank, but that is just the reality of what has happened through history. We started out the industrial revolution relying on wood, and here it is, the brown curve here. We were burning wood. As a matter of fact, the industrial revolution almost floundered before we discovered that we could get energy from coal, because we had largely denuded New England in sending the trees to England to produce charcoal to produce coal. There is a little relic of bygone years up by Thurmont, Maryland, and they denuded the hills of Thurmont, Maryland for a tiny foundry there in Catoctin, up near Thurmont, and then we discovered coal. And notice, there is a big jump. This is quadrillion Btus.

We were going along with the coal economy, they are about leveled out, and we discovered that we could get even more energy from oil. And look what happened in the age of oil: way up. This chart points out something very interesting and very important about these fuels.

Every time we went to a new fuel, we went to a higher density fuel, higher energy density fuel. The energy density in oil is just incredible. One 42-gallon barrel of oil, which if you bought it for $50-some and refined it, maybe another $40-some, it would cost you $100 for the refined products of that barrel of oil.

But the energy you get from that is the equivalent of 25,000 man-hours of labor. That would be 12 people who did nothing but work for you all year long. Everything they did was for you, and the energy they would expend in that full year is the energy equivalent of one barrel of oil.

Now, you may have a little trouble understanding that, but let me give you a little anecdote that may be simpler to understand. A couple of weeks ago we took my brother-in-law and his wife down to West Virginia. And we have a little Prius car, we get 45 miles per gallon, not that time because it was very heavily loaded and we were going up mountains. And the worst mileage we got was 20 miles per gallon in this Prius hybrid electric, hybrid car, carrying this big load up this steep mountain in West Virginia.

That was 1 gallon of gasoline. Still cheaper, by the way, than water in the grocery store. But look at the energy in that 1 gallon of gasoline. It took this car, heavily laden, 20 miles up a steep mountain in West Virginia. Now, how long do you think, Madam Speaker, that it would take you or me to pull that car up the mountain?

Obviously, we cannot pull it, but we can use a little mechanical advantage and get it up there. It is a winch called a come-along and there is a guardrail and there are trees and you can use a chain, and you could get the car 20 miles up the mountain. Do you think you can do it in 90 days? If you did it in 90 days that would be just about the equivalent. By the way, that would be a tough pull. That is a long distance per day to go 20 miles in 90 days pulling your car up the mountain.

That is the kind of energy density that is there. So the big challenge we have is finding alternatives that have something near the energy density of oil, because there is an enormous amount of energy density there.

The next chart I want to show you is a very interesting one, because one of things that we have got to do very quickly is to conserve the use of oil. We have got to buy time through efficiency and conservation. This is a very interesting chart. This shows the energy use for people in California and the energy used per person in the United States.

And notice that the people in California are only using about 60 percent of the energy that is used by the average person in the rest of the United States. Now, nobody told them that they had to do that. I know that they have some regulations that are a little more stringent than some in other States because they have some bigger problems with pollution.

But you remember several years ago they had some blackouts there and it was predicted that they were going to have rolling blackouts year after year there. They did not have any. That is because voluntarily the Californians, without anybody telling them they had to do it, reduced their consumption of electricity by 11 percent. It was enough that they did not have any rolling blackouts.

I will tell you, it is going to be awfully hard to argue that people in California do not live as well as the people in the rest of the United States. And they are doing it on just a bit more than half of the energy that the average person in the rest of the United States uses. So this is really doable, friends. We can conserve. We can reduce our use of oil. And we must do that, because as the next chart shows, we have got to ultimately move to some other sources of energy.

Oil is not going to run out. But the age of cheap oil is probably over, and we are going to be sliding down Hubbert’s Peak; there is going to be less and less oil. No matter how hard you suck on that, you cannot get more out if it is not there.

This shows the alternatives that are available to us. Some of those are finite resources. Some of them are pretty big, by the way. It may be difficult to get it, but the tar sands of Canada, I am going up there in a month or so to look at that, Canadians called after they heard our speech 5 weeks ago, please come up and visit us and look at our tar sands. We have a lot of oil shale in our country. At $50, $60, $70 a barrel, that is probably going to be competitive, and we can get some oil from the tar sands and the oil shale.

Now we have coal, and I should have brought a chart, next time we will bring a chart on coal. Because what it shows is that when we really start using coal to make up for the oil we are not going to have, there is only about 50 years of it there, at just a 2 percent growth rate, now the world grew 5 percent last year. China is growing 10 percent. We sure as heck would like to grow more than 2 percent, but at just a 2 percent growth, that coal lasts only about 50 years.

They will tell you there is a 250-year supply now. That is at current-use rates. But if we have to start using it faster; it is not going to last anywhere near as long. Then we come to nuclear. There are three kinds of nuclear. We need to explore all of them. I had in my office today a gentleman who really believes that we are going to get to fusion. Now, it is not tomorrow, it is not the day after tomorrow, as a matter of fact it is maybe 30 years from now; but he believes we will get there.

Fusion is the kind of energy you have from the sun. It is the kind of energy that you have in a nuclear weapon. If we can really get there, we are kind of home free. But I will tell you, I think the odds of our solving our energy problems, at least for the immediate future through fusion, is about the same as you and me, Madam Speaker, solving our personal economic problems by winning the lottery. It would be nice if it happened, but the odds are not very good that we are going to solve our personal economic problems that way.

There are two other kinds of nuclear power. One is the light water reactor. That is what we use in our country. And we need to have more of them. We produce now about 20 percent of our electricity through nuclear. Some of those who have been violently opposed to nuclear, looking at the peak oil problem, are now reevaluating whether we should go to nuclear or not.

But there is not fissionable uranium in the world. So then you have got to go to breeder reactors, and they have lots of byproducts that you have to squirrel away somewhere for a quarter of a million years. So we face some real challenges that we have to think through what we are going to do with nuclear.

Than we look at all of the renewables, solar and wind and geothermal, if you are close enough to the molten core of the Earth. Ocean energy. Boy, the moon raises the ocean about 2 feet on average. But it is awfully dispersed. It takes a lot of energy to raise the oceans 2 feet. It is going to be hard to harness that. But we are trying and we need to try further.

And then enormous opportunity in agriculture. And several previous speakers spoke to that, about agriculture:
soy diesel, biodiesel, ethanol, methanol, bio mass. And our agriculture really has an opportunity to contribute here.

And then waste to energy. We have a lot of waste that ends up in the landfill. Some places are burning it. More people ought to be burning it. Then hydrogen from renewables. By the way, hydrogen is not an energy source.

Hydrogen is simply a convenient way of moving energy around. You burn it very cleanly. It produces only water.

You can use it in a fuel cell and get twice the efficiency in a reciprocating engine. I would just like to close by going back to one of the charts I had before and to mention that the real challenge now is to use conservation and efficiency to reduce our demands for oil so that we have enough oil left to make the investments in these alternatives and renewables so that we can take the place of the oil that we are not going to have because we are sliding down Hubbard’s Peak.

Now, we have very clever people in our country. We are really innovative, we are really creative, and what we need is leadership, Madam Speaker, to make this happen.

Apr 19, 2005  PFC Energy’s Diwan, GOP Rep. Bartlett of Maryland look at supply, price, economies

Congressman Roscoe Bartlett has discussed global peak oil in a one-half hour taped program, E&E TV.s .On Point. Host Colin Sullivan, Editor of Environment and Energy Daily, moderated the discussion with Congressman Bartlett and Mr. Roger Diwan, Managing Director, Markets and Countries Group, PFC Energy. It can be downloaded from E&E TV.s website www.eande.tv/main/.
Congressman Bartlett previously discussed the challenges of global peak oil in a one-hour Special Order speech on March 14, 2005. It can be downloaded from Congressman Bartlett.s website, http://www.bartlett.house.gov.

Congressman Bartlett is one of three scientists in the Congress and had successful careers as a scientist, professor, engineer, farmer, and small business owner prior to his election to Congress. He designed and built his own solar-powered home and was the first member in Congress to take delivery of a gas-electric hybrid Prius. Congressman Bartlett earned both a Master’s degree and a Doctorate in Human Physiology from the University of Maryland at College Park.

Congressman Bartlett is currently the Chairman of the Projection Forces Subcommittee of the House Armed Services Committee and Vice Chairman of the Small Business Committee. He served as Chairman of the Energy Subcommittee of the House Committee on Science in the 107th Congress and was a key author of the alternative and renewable provisions in the pending Energy bill.

Transcript of interview:

Colin Sullivan: Welcome to OnPoint. I’m Colin Sullivan. With us today is Roger Diwan, and oil markets expert at PFC Energy, and Congressman Roscoe Bartlett, Republican from Maryland. Our subject today is peak oil and whether or not the world is running out of cheap oil and what effect that might have on the global economy. Thank you both for being here. Congressman, I’d like to first start with you. You made some very strong statements in the past about how world production capacity is headed towards peak, or is at its peak, or in decline. What are the consequences of that, and what makes you so convinced that oil production is in decline and reached its peak?

Roscoe Bartlett: Well, two things, one is the science that led to the prediction that the United States would peak in oil production in 1970. It did, and we have fallen in our production the curve that was predicted. Was predicted, by the way, in 1956 by a scientist and geologist named M. King Hubbert, who worked for worked for Shell Oil Co. He made a prediction that the world would peak in oil production about 2000. Now, we didn’t. We had a few years of grace, because he couldn’t have known about the Arab oil embargo or the oil price spikes or the worldwide recession that occurred, which reduced the demand for oil. The second thing is that oil is now over $50 a barrel. For the fourth week in a row, gas prices have increased in our country. If countries had the ability to increase oil production, $50 a barrel ought to be a big incentive to increase oil production. If we are not at peak oil, we’re very close to peak oil, and so we really ought to be talking about what now and what should we have been doing that we didn’t do, and what do we absolutely have to do now.

Colin Sullivan: Mr. Diwan, what’s your response to that? Does $50 oil sustained mean we’re at peak oil?

Roger Diwan: Well, what we have here, in many ways, is a number of cyclical and structural issues which have brought us $50 oil. It’s true that we’re running at very high capacity. Right now we’re producing at 98 percent. It means that we have very little spare capacity. We’ve rarely had that phenomenon. And in term of this issue of peak oil, if you look at the current conditions, and if you trend them up for the next 10, 15 years, you see that, you know, with the present technology and the present access to resources, it’s difficult to imagine that we’re going to be able to produce a lot more than 100, 105 million barrel per day, which probably could be around 2015. So we’re entering that era, if we don’t have two dramatic changes. One is technology, both on supply and demand, and second one is access to the reserve which do exist in the Middle East.

Colin Sullivan: Well, is there any reserve capacity in the world besides in Saudi Arabia going forward the next 20 years? Or do you have rely exclusively on the Saudis and the Middle East?

Roger Diwan: No, no, I mean you have a lot of oil in the ground, in Saudi Arabia, in Iran, in Iraq, in Kuwait, in the UAE, in Russia. The question is how do we have access to those reserves, and are these countries willing to develop these reserve at the pace we want them to develop them.

Colin Sullivan: And will it be just as inexpensive as it’s been for the past 50 years, or are we talking about more expensive oil production?

Roger Diwan: It could be a little bit more expensive; but, you know, if you’re producing oil at $7 or $8 or $9 in the Middle East, and prices are $50, there’s, you know, it’s not a big issue.

Colin Sullivan: Congressman, what do you see as the consequences of this — if we have reached peak oil, as you say? What are the consequences on our long-term economic growth and the global economy and U.S. economy?

Roscoe Bartlett: Although there’s a lot of oil left in the world, and we agree that there’s roughly 900 to 1,000 gigabarrels of oil left in the world, you need to put that in context. Up until the Carter years, every decade, we used as much oil as had been used in all of previous history. Now, with exponential growth, if you’re at about a 7 percent growth rate, and we were using oil at about 7 percent more per year, the world was, that explains how we got on that curve. Now, the fact that we have about half of all the oil that was ever in the world still there, doesn’t mean that the next 50 years, 100 years are going to be like the last 50 years, 100 years, because the world is now demanding a whole lot more oil. Last year, China increased their use probably 25 percent. In less than three years, that doubles their use of oil. They probably won’t continue on that growth path, but India’s increasing. China’s now the No. 2 importer in the world. What are the consequences of this? Boy, economic and geopolitical. When the world recognizes that there’s only so much oil that can be produced, and we need more oil — by the way, if our economy doesn’t grow at least 2 percent a year, we can’t service our debt. And if we don’t think the economy’s growing at 2 percent a year, the stock market starts tanking. You know, we have to get used to the fact that there is not going to be oil in the quantities there have been in the past available in the future, and we should have started a long time ago, ’cause we knew — the world knew — by at least 1980, that M. King Hubbert was right about our country. If he’s right about the United States, why shouldn’t he be right about the world? And we should have been doing some things that we’ve now blown 25 years, that we could have been doing some very meaningful things to prepare for this time when the world reaches its peak ability to produce oil. We didn’t do those things then. We really need to start doing them now.

Colin Sullivan: Mr. Diwan, what’s your take on what the long-term economic consequences may be?

Roger Diwan: Well, if we don’t believe that the world can produce more than 100 or 105 million barrel per day, and we’re at 80, 84, 85 right now, it’s certainly time to start preparing for what to do next. I mean the technology exists to consume less. You have car technologies. You have other sources of energy: gas, coal. So there’s a lot to be done. The question is how proactive the consuming country are about it, and so far we haven’t, because energy was very cheap. Hopefully, $50 oil will open the eyes and start thinking about that and plan for tomorrow.

Colin Sullivan: So what are the alternatives, especially in the transportation sector? I mean hydrogen seems pretty far out. Fuel cells seem pretty far out.

Roger Diwan: Yeah.

Colin Sullivan: Hybrids are starting to become more — the public seems to be more interested in buying hybrids now. But, still, there’s a consumption of gasoline with hybrids. What’s the alternative? Development of a energy source we haven’t conceived yet?

Roger Diwan: Well, if we can consume less, we have more oil in many ways. So the question is what technology can be put on the market very quickly. And you’re right, fuel cells and hydrogen are not for the next 10, 15 years. So it’s hybrid and it’s more — it’s cars that are a lot more efficient. After all, we’re still using 100-year-old technology. We can do better than that. We can have small cars. We can have lighter cars, and we can certainly have cars which are a lot more efficient.

Colin Sullivan: Congressman, what’s your take on what the alternatives should be going forward?

Roscoe Bartlett: Well, certainly, we need to conserve, and we certainly need to be more efficient. But that alone won’t solve the problem. With the industrial growth in China and India and Third World would like to do for their people what we’ve done for our people and have an Industrial Revolution that will improve the quality of life for their people. We’re going to have to start moving to alternatives. That’s just the reality. This is a very daunting challenge because of the energy density in fossil fuels. One barrel of oil is the equivalent of 25,000 man hours of labor. That’s like you having 12 people that work exclusively for you for one year, and all it costs you is a little over a hundred dollars. That’s the $50 for the barrel of oil and maybe $50 for refining it. And you get that kind of labor intensity. The energy intensity is just phenomenal. I have a little personal experience. I was in West Virginia with a heavily loaded Prius, a hybrid car which we drive, and the worst mileage I got was 20 miles per gallon — 20 miles per gallon going up a steep West Virginia mountain. The car was heavily loaded. How long would it take me to push that car 20 miles up the mountain? Obviously, I can’t do it. I could do it with a come-along and chains and so forth, and if I did it in 90 days, I’d be very lucky, which is really about what the 25,000 man hours of labor per barrel of oil is. None of the alternatives have anything like the energy density of the fossil fuels except nuclear, but you can’t put a nuclear power plant in the back of your car. And, by the way, hydrogen is not an energy source. It’s not a solution to the problem. It’s a good idea, because it’s a handy way to move energy around. And when you finally use it, it’s non-polluting. You get just water from it. but I think that probably more than half of our people believe that it’s an energy source and we can solve our energy problem with hydrogen. You’ve got to produce more energy — you’ve got to use more energy to produce the hydrogen than you will get out of the hydrogen. Nevertheless, it’s a good idea, because it burns so cleanly when you finally use it.

Colin Sullivan: Do you agree with what the congressman has to say on hydrogen, specifically?

Roger Diwan: Yes, I do. I also think that we have a lot of oil still left in the ground, and if oil use is only geared toward transportation, we can actually extend the life of our barrels here. It means also that we need to destroy demand in other use — in industrial and non-transportation. And that’s also feasible, because, as oil prices increase, we’re going to find alternatives, and we’re going to certainly be more efficient. The efficiency gains in burning energy are still improving, and we need to make sure that that continues. Often, the technology exists. It has not been deployed.

Colin Sullivan: Congressman, it seems like you’re saying that the Republicans Party’s — or factions of the Republican Party’s preoccupation with drilling in the Arctic National Wildlife Refuge is a little bit misled. I mean do you — what’s your comment on that? Do you think that drilling in ANWR is just a drop in the bucket and that’s not what an energy policy should be all about?

Roscoe Bartlett: Oh, it is indeed a drop in the bucket. ANWR is going to be probably half or maybe less than half, but about half of Prudhoe Bay, and Prudhoe Bay — we have a chart that we’ll show — Prudhoe Bay had a pretty insignificant impact on oil production in our country. We were on the down slope of Hubbert’s curve when we discovered oil in Alaska; and we had a little bump, but we still went down, and we’re still going down. I’m opposed to drilling in ANWR for a couple of reasons. We use 25 percent of the world’s oil, and we have only 2 percent of the known reserves. Now if you have only 2 percent of the known reserves, I’m having a lot of trouble understanding why it’s in our advantage to use up that 2 percent as quickly as possible. If we could pump ANWR tomorrow, what would we do the day after tomorrow? And I think pumping ANWR will give a false sense of security that is totally irrelevant. ANWR will not solve our problems. We can’t drill our way out of this problem. It just isn’t going to happen. We’re going to have to — as Mr. Diwan says — we’re going to have to use conservation and efficiency, and then we’ve got to use the time we buy with that to move to alternatives. I mentioned that up until the Carter years, every decade we used as much oil as in all of previous history. If that curve had continued, when we’ve used half of the world’s oil, we’d have 10 years of oil left. Now we’re better off than that. At current use rates, we have 40 years, because it won’t be current-use rates. We’d like to use more, but it’s going to be decreasingly available. It’s going to fall off. By the way, nobody yet has mentioned an enormously important use of gas and oil, and that’s the big petrochemical industry. We live in a plastic world. We fertilize our crops with natural gas. All of the nitrogen fertilizer comes from natural gas. And, by the way, when we talk about the depletion of oil, natural gas will follow just about along with it, won’t it?

Roger Diwan: Oh, we have a lot more gas reserves than oil, and we have mined them much less. So in a way, if you look at the ratio of production and reserve, gas is actually the next source of energy. We do have a lot more gas —

Roscoe Bartlett: But we’re now using gas at an increasing —

Roger Diwan: At an increasing rate, but, in a way, we’re 20 — or I would — more like 30 years behind oil. So we have gas, and gas in many ways is our transition fuel here. Question is what happened after oil and gas. But gas is used, as you said, for petrochemicals and for industrial and for electricity, not for transportation.

Roscoe Bartlett: And there’s another problem with gas, and that is that it’s very difficult to move across the ocean.

Roger Diwan: Correct.

Roscoe Bartlett: It’s now used pretty much where it’s produced through a very complex system of pipelines moving it around. To move it across the ocean, you’ve got to what? Liquefy it and store it at very cold temperatures.

Roger Diwan: Yeah.

Roscoe Bartlett: In a pressurized ship.

Roger Diwan: But that’s the next 10, 15 years, we’ll see a dramatic increase in the LNG, in the liquefied natural gas.

Roscoe Bartlett: So we will be dealing — we will be in — using oil — gas more than we are now. But even that will run out. If all we’re doing is finding clever ways to use the little bit that’s there more quickly, we’ve missed the point. Gas and oil are not forever, and we need to be moving to technologies that free us. From a national security basis, by having only 2 percent and using 25 percent is an enormous national security risk. That alone should drive us to do something else, should it not?

Colin Sullivan: Mr. Diwan, changing the subject a little bit, your consulting firm recently released a study that said, “Depletion of oil resources will cause a shift in geographic dominance of production sources.” What kind of shift are we talking about? Are we talking about people — countries in the Middle East being able to dominate more easily now the world energy markets than they are now?

Roger Diwan: Oh, what you have is the declines in oil fields are very steep, in the United States, in the North Sea. So, in general, in the OECD countries and in some of the countries like Mexico, which are close to the United States, and probably even Venezuela, and the reserves that we know of are based in the Middle East and a little bit in Russia. So as we demand more energy, and energy production plateaus or declines in the OECD countries, the gap has to be filled by the producers in the Middle East. So you see that shift happening already over the last two years, over, actually, the last five years. Most of the increase of production came from the Middle East or from Russia.

Colin Sullivan: Now, the Saudis say that they can meet demand growth over the next 20, 30, 40 years. But there’s never really been an audit done on Saudi capacity. How do you do that? Should we believe what the Saudis say about their capacity, about their reserves?

Roger Diwan: They don’t say that. They say they can increase their production to 12 and 14 million barrels per day, which I think is feasible with a lot of investment. But is that enough to meet the increase in demand, and that’s what the Saudis do not answer. I do not believe that they — that if we start to see the big decline setting in later this decade or the next decade in the United States in a number of major fields coming on-stream right now in West Africa, that Saudi Arabia will be able to produce 20 and 25 million barrels per day. I don’t think Saudi Arabia wants to produce 25 million barrels per day. There is a limit of how much production can come from a lease, even if the reserves do exist. To get those reserves into production, you need to spend tens, if not hundreds of billions of dollars. And I’m not sure these countries want to do that — to spend that amount of money that fast to meet the energy needs of the West.

Colin Sullivan: Now, if we are on a decline, if we are past the peak, isn’t it just more expensive to get this oil out of the ground? Isn’t that part of the problem? And we’re going to continue to see sustained oil prices beyond $50 a barrel.

Roscoe Bartlett: Yeah, Goldman Sachs says they’re going to 105, and Americans may change their driving habits when gas is $4 a gallon. But the reality is that we will reach a peak. We may have reached a peak now. A lot of authorities believe that we’ve reached a peak now, but we will reach a peak, and then there will be a decline after that. It’s not a matter of spending more money. Certainly, oil is going to cost more. But not only will it cost more, there’s going to be less of it. And those who believe that the marketplace will take care of this problem, you know, and I have a lot of colleagues in the Congress who aren’t worried about this at all. Not to worry, they say, the marketplace will take care of this. But I’ll tell you, you can’t get blood out of a turnip, and the marketplace can’t do what can’t be done, and the ability to produce oil just isn’t there. And the present surge capacity in the world is what? A million, million-and-a-half barrels a day?

Roger Diwan: Probably. Around a million-and-a-half.

Roscoe Bartlett: That’s about what it is. You know, China will slurp that up almost overnight with their increased demand for oil. If we’re not at peak oil, we very shortly will be at peak oil. We ought to be behaving like the reality says we ought to behave, and that is that oil is going to become increasingly more expensive and decreasingly available. And what will the world do? What will the major countries in the world do when they recognize that there’s not going to be as much oil there as needed to support our economy? What do you think the world will do?

Colin Sullivan: Well, what kind of response do you get when you take this message to the Republican Caucus in the House, especially?

Roscoe Bartlett: Well, right now we’re kind of in an education mode. We did one special order for an hour. We got a great response on that. Next week, we hope to do another special order. And most of the people in the country, including my colleagues, we have representative government, and the representatives generally reflect the general knowledge in the population, and most people in our country don’t know that we’re facing a crisis. One of the writers on this, by the way, starts his article by saying, “Dear Reader, Civilization as we know it will end soon.” Now your first impulse is to put down the article. This guy’s a nut. But if you don’t put it down and read through the article, you’re hard-pressed to argue with his conclusions. That if we don’t do some rational things now — what we need is a war, the equivalent of a war on this. We need the equivalent of a Manhattan Project squared if we are going to produce energy from alternatives in adequate quantities to satisfy the enormous needs of our society.

Colin Sullivan: Mr. Diwan, what do you think about this projection of $105 oil? Is that outlandish, unrealistic?

Roger Diwan: Yeah, I mean I read the report. What the report says, oil prices will be around $50. If we have a big supply disruption in the world, prices will spike. And they put the $105 number. I don’t know why they put $105. Why not $85 or $150? So there’s no reason for that. It’s clear that we don’t have a lot of excess capacity. And, in a world without excess capacity, there is a risk premium, and we can have a spike in oil prices. We need to have a disruption to go there. But what we need to think, also, that we had an economic cycle which was very strong, so demand was very strong in 2003-2004. Still strong in 2005, but also the global economy’s slowing down, so the demand actually will slow down at the same time when a lot of investment made earlier in this decade, both in the former Soviet Union and in West Africa, will be coming onboard. So I imagine that in the next five years, if we had a slower economy, actually oil prices will subside. It doesn’t solve the problem. What it might do is dull the problem. You can say, “Well, oil is now at $30. We don’t need to think about it anymore.”

Colin Sullivan: So we might see prices level off over the next couple years, but then long-term we’re gonna see spikes up to —

Roger Diwan: Yes, because —

Colin Sullivan: $50, $60, $70 a barrel.

Roger Diwan: Correct, I mean the question is where we’re going to find our next [supply] of oil if we don’t have a dramatic breakthrough in technology to be able to pump more of the oil in the ground. Because, right now, we have recovery rates between 30 and 50 percent. In any oilfield, this is how much oil you recover. So you can increase your reserve by lifting more oil from the ground. So we need that to change. Well, that, you know, could be 10, 15, 20 years down the road.

Colin Sullivan: So the days of $20 a barrel oil, $1 a gallon gasoline, is over, a thing of the past?

Roger Diwan: Probably, unless we have a very major recession.

Colin Sullivan: Congressman?

Roscoe Bartlett: Oh, I would agree. Unless there’s a worldwide depression, you’ll never see dollar gas again. By the way, this was a resource which was depletable. Oil never should have been a dollar a barrel. Saudi Arabia, early on, what, they got $5, it was a dollar and a half a barrel or something. They got 5 cents of that. You know, recognizing that this is a resource which is not infinite. Oil has never been priced at its real replacement cost. We’re still not pricing it at its true replacement cost. If we have to replace the energy we get from fossil fuels with alternatives, it’s going to cost a whole lot more than the equivalent of $50 a barrel.

Colin Sullivan: OK, we’re just about out of time. Congressman, Roger Diwan, thanks for being here. Join us tomorrow for another edition on OnPoint. Until then, I’m Colin Sullivan for E&ETV.

21 November 2005  Peak Oil resolution in U.S. House of Representatives

http://www.globalpublicmedia.com/articles/572

Mr. BARTLETT of Maryland, Mr. UDALL of New Mexico, Mr. GOODE, Mr. GRIJALVA, Mr. JONES of North Carolina, Mr. TANCREDO, Mr. GINGREY, Mr. KUHL of New York, Mr. ISRAEL, Mr. BUTTERFIELD, Mr. UDALL of Colorado, Mr. VAN HOLLEN, Mr. GILCHREST, and Mr. WYNN) submitted the following resolution; which was referred to the Committee on Energy and Commerce

PEAK OIL CAUCUS FORMED IN U.S. HOUSE OF REPRESENTATIVES A NEW BEGINNING AS THE CLOCK RUNS DOWN

The Caucus was founded by Roscoe Bartlett. He knows that “There is no such thing, ultimately, as sustainable growth.” Hear his presentation at the Denver ASPO-USA Conference:
<http://www.globalpublicmedia.com/events/564> (for the frank admission about “sustainable growth,” go to 18:56). He knows that “our whole monetary system is based on the premise that we will always have growth.” And he knows that those two insights add up to a new world of sacrifice and transformation.

October 24, 2005  PEAK OIL HOUSE RESOLUTION 507 IN THE HOUSE OF REPRESENTATIVES

Co-sponsors

Tom Udall
Virgil Goode
Raul Grijalva
Walter Jones
Tom Tancredo
Phil Gingrey
Randy Kuhl
Steve Israel
G.K. Butterfield
Mark Udall
Chris Van Hollen
Wayne Gilchrest
Al Wynn
John McHugh
Jim Moran
Dennis Moore

RESOLUTION

Expressing the sense of the House of Representatives that the United States, in collaboration with other international allies, should establish an energy project with the magnitude, creativity, and sense of urgency that was incorporated in the `Man on the Moon¹ project to address the inevitable challenges of `Peak Oil¹.

Whereas the United States has only 2 percent of the world¹s oil reserves;

Whereas the United States produces 8% of the world’s oil and consumes 25% of the world’s oil, of which nearly 60% is imported from foreign countries;

Whereas developing countries around the world are increasing their demand for oil consumption at rapid rates; for example, the average consumption increase, by percentage, from 2003 to 2004 for the countries of Belarus, Kuwait, China, and Singapore was 15.9%;

Whereas the United States consumed more than 937,000,000 tonnes of oil in 2004, and that figure could rise in 2005 given previous projection trends;

Whereas, as fossil energy resources become depleted, new, highly efficient technologies will be required in order to sustainably tap replenishable resources;

Whereas the Shell Oil scientist M. King Hubbert accurately predicted that United States domestic production would peak in 1970, and a growing number of petroleum experts believe that the peak in the world¹s oil production (Peak Oil) is likely to occur in the next decade while demand continues to rise;

Whereas North American natural gas production has also peaked;

Whereas the United States is now the world¹s largest importer of both petroleum and natural gas;

Whereas the population of the United States is increasing by nearly 30,000,000 persons every decade;

Whereas the energy density in one barrel of oil is the equivalent of eight people working full time for one year;

Whereas affordable supplies of petroleum and natural gas are critical to national security and energy prosperity; and

Whereas the United States has approximately 250 years of coal at current consumption rates, but if that consumption rate is increased by 2 percent per year, coal reserves are reduced to 75 years: Now, therefore, be it

Resolved, That it is the sense of the House of Representatives that– (1) in order to keep energy costs affordable, curb our environmental impact, and safeguard economic prosperity, including our trade deficit, the United States must move rapidly to increase the productivity with which it uses fossil fuel, and to accelerate the transition to renewable fuels and a sustainable, clean energy economy; and

(2) the United States, in collaboration with other international allies, should establish an energy project with the magnitude, creativity, and sense of urgency of the `Man on the Moon¹ project to develop a comprehensive plan to address the challenges presented by Peak Oil.

ALSO SEE:

July 23, 2007. Peak Oil Caucus chairs Bartlett, Udall comment on National Petroleum Council report. eenews.net

Posted in Congressional Record U.S., Other Experts | Comments Off on House of Representatives Roscoe Bartlett 2005

Michael Klare: The Bush/Cheney energy strategy

[I am going through the material I’ve accumulated since 2000 about energy, this one is of interest to those following the history of U.S. energy policy.  Alice Friedemann, www.energyskeptic.com ]

THE BUSH/CHENEY ENERGY STRATEGY: IMPLICATIONS FOR U.S. FOREIGN AND MILITARY POLICY

http://www.peakoil.net/iwood2003/paper/KlarePaper.doc

A Paper Prepared for the Second Annual Meeting of the Association for Study of Peak Oil Paris, France, 26-27 May 2003

By Michael T. Klare Professor of Peace and World Security Studies, Hampshire College, Amherst, MA 

When first assuming office as President in early 2001, George W. Bush’s top foreign policy priority was not to prevent terrorism or to curb the spread of weapons of mass destruction (or any of the other goals he has espoused since 9/11); rather, it was to increase the flow of petroleum from foreign suppliers to markets in the United States. In the year preceding his assumption of office, the United States had experienced severe oil and natural gas shortages in many parts of the country, along with periodic electric-power blackouts in California. In addition, U.S. oil imports had just risen over 50 percent of total U.S. consumption for the first time in American history, provoking great anxiety about the security of America’s long-term energy supply. For these and other reasons, Bush asserted that addressing the nation’s “energy crisis” was his most important task as President.

 

Addressing the energy crisis was seen by Bush and his advisers as a critical matter for several reasons.   To begin with, energy abundance is essential to the health and profitability of many of America’s leading industries, including automobiles, airlines, construction, petrochemicals, trucking, and agriculture, and so any shortages of energy can have severe and pervasive economic repercussions. Petroleum is especially critical to the U.S. economy because it is the source of two-fifths’ of America’s total energy supply – more than any other source – and because it provides most of the nation’s transportation fuel. In addition to this, petroleum is absolutely essential to U.S. national security, in that it powers the vast array of tanks, planes, helicopters, and ships that constitute the backbone of the American war machine.

Given these realities, it is hardly surprising that the incoming Bush Administration viewed the energy turmoil of 2000-2001 as a matter of great concern. “America faces a major energy supply crisis over the next two decades,” Secretary of Energy Spencer Abraham told a National Energy Summit on March 19, 2001. “The failure to meet this challenge will threaten our nation’s economic prosperity, compromise our national security, and literally alter the way we lead our lives.”/1/

To address this challenge, President Bush established a National Energy Policy Development Group (NEPDG) composed of senior government officials and charged it with the task of developing a long-range plan for the meeting the nation’s energy requirements. To head this group, picked his closest political adviser, Vice President Dick Cheney, a former executive of the Halliburton Company. Cheney, in turn, turned to top officials of U.S. energy firms, including the Enron Corporation, to provide advice and recommendations on major issues./2/

As the NEPDG began its review of U.S. energy policy, it quickly became apparent that the United States faced a critical choice between two widely diverging energy paths: it could continue down the road it had long been traveling, consuming ever-increasing amounts of petroleum and – given the irreversible decline in domestic oil production – becoming ever more dependent on imported supplies; or it could choose an alternative route, entailing vastly increased reliance on renewable sources of energy and a gradual reduction in petroleum use. Clearly, the outcome of this decision would have profound consequences for American society, the economy, and the nation’s security. A decision to continue down the existing path of rising petroleum consumption would bind the United States ever more tightly to the Persian Gulf suppliers and to other oil-producing countries, with a corresponding impact on American security policy; a decision to pursue an alternative strategy would require a huge investment in new energy-generation and transportation technologies, resulting in the rise or fall of entire industries. Either way, Americans would experience the impact of this choice in their everyday life and in the dynamics of the economy as a whole; no one, in the United States or elsewhere, would be left entirely untouched by the decision on which energy path to follow./3/

The National Energy Policy Development Group wrestled with these choices over the early months of 2001 and completed its report by early May. After careful vetting by the White House, the report was anointed as the National Energy Policy (NEP) by President Bush and released to the public on May 17, 2001./4/ At first glance, the NEP – or the “Cheney Report,” as it is widely known – appeared to reject the path of increased reliance on imported oil and to embrace the path of conservation and renewable energy. The NEP “reduces demand by promoting innovation and technology to make us the world leader in efficiency and conservation,” the President declared on May 17./5/ But despite all of the rhetoric about conservation, the NEP does not propose a reduction in America’s overall consumption of oil. Instead, it proposes to slow the growth in U.S. dependence on imported petroleum by increasing production at home through the exploitation of exploiting untapped reserves in protected wilderness areas.

As is widely known, the single most important step toward increased domestic oil production proposed by the NEP was the initiation of drilling on the Arctic National Wildlife Refuge (ANWR), a vast, untouched wilderness area in northeastern Alaska. This proposal has generated enormous controversy in the United States because of its deleterious impact on the environment; but it has also allowed the White House to argue that the Administration is committed to a policy of energy independence. However, careful examination of the Cheney report leads to entirely different conclusion. Aside from the ANWR proposal, there is nothing in the NEP that would contribute to a significant decline in U.S. dependence on imported petroleum. In fact, the very opposite is true: the basic goal of the Cheney plan is to increase the flow of oil from foreign suppliers to the United States.

In the end, therefore, President Bush did make a clear decision regarding America’s future energy behavior, but the choice he made was not that of diminished dependence on imported oil, as suggested by White House rhetoric. Knowing that nothing can reverse the long-term decline in domestic oil production, and unwilling to curb America’s ever-growing thirst for petroleum products, he decided to continue down the existing path of ever-increasing dependence on foreign oil.

The fact that the Bush energy plan envisions increased rather than diminished reliance on imported petroleum is not immediately apparent from the President’s public comments on the NEP or from the first seven chapters of the Cheney report itself. It is only in the eighth and final chapter, “Strengthening Global Alliances,” that the true intent of the Administration’s policy – increased dependence on imported oil – becomes fully apparent. Here, the tone of the report changes markedly, from a professed concern with conservation and energy efficiency to an explicit emphasis on securing more oil from foreign sources. “We can strengthen our own energy security and the shared prosperity of the global economy,” the NEP states, by working with other countries to increase the global production of energy. To this end, the President and his senior associates are enjoined by the Cheney report to “make energy security a priority of our trade and foreign policy.”/6/

But while acknowledging the need for increased supplies of imported petroleum, the Cheney report is very circumspect about the amount of foreign oil that will be required. The only clue provided by the report is a chart of of America’s net oil consumption and production over time. According to this image, domestic U.S. oil field production will decline from about 8.5 million barrels per day (mbd) in 2002 to 7.0 mbd in 2020 while consumption will jump from 19.5 mbd to 25.5 mbd, suggesting that imports or other sources of petroleum (such as natural gas liquids) will have to rise from 11 mbd to 18.5 mbd./7/ It is to procure this increment in imported petroleum – approximately 7.5 mbd, or the equivalent of total current oil consumption by China and India combined – that most of the recommendations in Chapter 8 of the NEP are aimed.

To facilitate American access to overseas sources of petroleum, the Cheney report provides a roster of 35 foreign policy recommendations – exactly one-third of all of the recommendations in the report. Although many of these proposals are region or country-specific, the overall emphasis is on removing obstacles – whether political, economic, legal, and logistical – to the increased procurement of foreign oil by the United States./8/

The Cheney report’s emphasis on procuring ever-increasing supplies of imported energy to satisfy America’s growing demand will have a profound impact on American foreign and military policy in the years ahead. Not only will American officials have to negotiate access to these overseas supplies and arrange for the sorts of investments that will make increased production and export possible, but they must also take steps to make certain that foreign deliveries to the United States are not impeded by war, revolution, or civil disorder. These imperatives will govern U.S. policy toward all significant energy-supplying regions, especially the Persian Gulf area, the Caspian Sea basin, Africa, and Latin America.

As will become evident from the discussion that follows, moreover, implementation of the Cheney energy plan will also have significant implications for U.S. security policy and for the actual deployment and utilization of American military forces. This is so because most of the countries that are expected to supply the United States with increased petroleum in the years ahead are riven by internal conflicts or harbor strong anti-American sentiments, or both. This means that American efforts to procure additional oil from foreign sources are almost certain to encounter violent disorder and resistance in many key producing areas. And while U.S. officials might prefer to avoid the use of force in such situations, they may conclude that the only way to ensure the continued flow of energy is to guard the oil fields and pipelines with American soldiers.

 

To add to Washington’s dilemma, the very fact of U.S. troop deployments in the oil-producing areas is likely to stir up resentment from inhabitants of these areas who fear the revival of colonialism or who object to particular American policies (such as, for example, U.S. support for Israel). As a result, American efforts to safeguard the flow of oil could well result in the intensification rather than the diminution of local disorder and violence – leading, in turn, to the deployment of additional American troops and a continuing spiral of confrontation and conflict./9/

To fully appreciate the manifold consequences of the Bush Administration’s energy plan for American foreign and military policy, it is useful to examine U.S. interests and behaviors in each of the regions that are seen in Washington as a major source of imported petroleum in the years ahead, notably the Persian Gulf, the Caspian Sea basin, the West coast of Africa, and Latin America.

THE PERSIAN GULF

Although the United States currently obtains only about 18 percent of its imported petroleum from the Persian Gulf area, Washington perceives a significant strategic interest in the stability of Gulf energy production because its major allies, including Japan and the Western European countries, rely on imports from the region, and because the Gulf’s high export volume has helped to keep world oil prices relatively low, thus benefitting the petroleum-dependent U.S. economy. With domestic production in decline, moreover, the United States will become ever more dependent on imports from the Gulf. For this reason, the NEP observes, the Persian Gulf “will remain vital to U.S. interests.”/10/

American policy with regard to the protection of Persian Gulf energy supplies is unambiguous: when a threat arises, the United States will use whatever means are necessary, including military force, to ensure the continued flow of oil. This principle was first articulated by President Jimmy Carter in January 1980, following the Soviet invasion of Afghanistan and the fall of the Shah, and has remained American policy ever since./11/   In accordance with this principle – known since 1980 as the “Carter Doctrine” – the United States has used force on several occasions: first, in 1987-88, to protect Kuwaiti oil tankers from Iranian missile and gunboat attacks, and then in 1990-91, to drive Iraqi forces out of Kuwait. /12/

In explaining the need to use force on these occasions, U.S. officials have repeatedly stressed the importance of Persian Gulf oil to American economic stability and prosperity. “Our strategic interests in the Persian Gulf region, I think, are well known, but bear repeating,” then Secretary of Defense Dick Cheney told the Senate Armed Services Committee on September 11, 1990, five weeks after the Iraqi invasion of Kuwait. In addition to our security ties to Saudi Arabia and other states in the area, “We obviously also have a significant interest because of the energy that is at stake in the Gulf.” Iraq already possesses 10 percent of the world’s oil reserves, he explained, and, by seizing Kuwait, it acquired another 10 percent; the occupation of Kuwait also placed Iraqi forces within a few hundred miles of another 25 percent, in the Eastern Province of Saudi Arabia. “Once [Hussein] acquired Kuwait and deployed an army as large as the one he possesses, he was clearly in a position to be able to dictate the future of worldwide energy policy, and that gave him a stranglehold on our economy and on that of most of the other nations of the world as well.” It is for this reason, Cheney insisted, that the United States had no choice but to employ military force in the defense of Saudi Arabia and other friendly states in the area./13/

Once Iraqi forces were driven from Kuwait, the United States adopted a policy of “containment” of Iraq, employing severe economic sanctions and the enforcement of a “no-fly zone” over northern and Southern Iraq to weaken the Hussein regime and to prevent any new attacks on Kuwait and Saudi Arabia. At the same time, Washington substantially expanded its military presence and basing structure in the Persian Gulf area in order to facilitate future U.S. military operations in the region. Most importantly, the Department of Defense “pre-positioned” vast quantities of arms and ammunition in Kuwait and Qatar so that American troops could be sent to the region and rushed into combat without having to wait weeks or months for the delivery of their heavy equipment from the United States. /14/

 

By the early spring of 2002, the Bush Administration had concluded that the policy of containment was not sufficient to eliminate the threat posed to American interests in the Gulf by Saddam Hussein, and that more aggressive action was required. Although Iraq’s alleged possessed of weapons of Mass destruction (WMD) was cited as the main reason for acting in this manner, it is instructive to note that Dick Cheney gave equal importance to U.S. energy security in his much-quoted speech of August 26, 2002. “Should [Hussein’s] ambitions [to acquire WMD] be realized, the implications would be enormous for the Middle East and the United States,” he told the annual convention of the Veterans of Foreign Wars. “Armed with an arsenal of these weapons of terror and a seat at the top of ten percent of the world’s oil reserves, Saddam Hussein could then be expected to seek domination of the entire Middle East, take control of a great portion of world’s energy supplies, [and] directly threaten America’s friends throughout the region.”/15/

Of course, oil had nothing to do with Washington’s motives for America’s March 2003 invasion of Iraq – or so we were told. “The only interest the United States has in the region is furthering the cause of peace and stability, not in [Iraq’s] ability to generate oil,” said Ari Fleischer, the White House spokesperson, in late 2002./16/ But a close look at the Administration’s planning for the war reveals a very different picture. In a January briefing by an unnamed “senior Defense official” on U.S. plans for protecting Iraqi oil fields in the event of war, the Pentagon leadership revealed that General Tommy Franks and his staff “have crafted strategies that will allow us to secure and protect those fields as rapidly as possible in order to preserve those prior to destruction.”/17/

As indicated by the “senior official” (presumably Deputy Secretary Paul Wolfowitz), the Bush Administration sought to capture Iraq’s oilfields intact in order to quickly resume Iraqi oil exports and thereby obtain a source of revenue for the occupation and reconstruction of the country. But this is just the beginning of America’s interests in Iraqi petroleum. According to the U.S. Department of Energy (DoE), Iraq possesses proven reserves of 112.5 billion barrels – more than any other country except Saudi Arabia – and is thought to possess another 200 billion barrels in as-yet-undeveloped fields./18/ If these assumptions prove accurate, and if the new regime in Baghdad opens its territory to exploitation by U.S. firms, Iraq could become one of America’s leading oil suppliers in the decades ahead./19/

 

With the successful U.S. invasion of Iraq, it now appears that the United States is in firm control of the Persian Gulf area and its critical oil supplies. But a realistic assessment of the situation in the Gulf would suggest that long-term stability cannot be assured. Looking into the future, it is evident that American policymakers face two critical challenges: first, to ensure that Saudi Arabia and other Gulf producers increase oil production to the extent required by growing U.S. (and international) demand; and second, to protect the Saudi regime against internal unrest and insurrection.

The need to increase Saudi production is particularly acute. Possessing one fourth of the world’s known oil reserves – an estimated 262 billion barrels – Saudi Arabia is the only country (other than Iraq) with the capacity to satisfy ever-increasing U.S. and international demand for petroleum. According to the DoE, Saudi Arabia’s net petroleum output must increase by 133 percent over the next 25 years, from 10.2 mbd in 2001 to 23.8 mbd in 2025, in order to satisfy anticipated world requirements at the end of that period./20/ But expanding Saudi capacity by 13.6 mbd – the equivalent of total current production by the United States and Mexico – will cost hundreds of billions of dollars and produce enormous technical challenges. The best way to achieve this increase, American analysts believe, is to persuade Saudi Arabia to open up its petroleum sector to substantial U.S. oil-company investment – and this is exactly what the Cheney report calls for. However, any effort by Washington to apply pressure on Riyadh to allow greater American oil investment in the kingdom is likely to meet with significant resistance from the royal family, which nationalized U.S. oil holdings in the 1970s and is fearful of being seen as overly subservient to American bidding.

The Administration faces yet another problem in Saudi Arabia: America’s long-term security relationship with the Saudi regime has become a major source of tension in that country, as growing numbers of young Saudis turn against the United States because of its close ties to Israel and what is seen as Washington’s anti-Islamic bias. It was from this anti-American milieu that Osama bin Laden recruited many of his followers in the late 1990s and obtained much of his financial support. After September 11, the Saudi government cracked down on some of these forces, but underground opposition to the regime’s military and economic cooperation with Washington persists. Finding a way to eradicate this opposition while at the same time persuading Riyadh to increase its oil deliveries to the United States will be one of the most difficult challenges facing American policymakers in the years ahead.

The United States also faces a continuing standoff with Iran. Although Iranian leaders expressed sympathy with the United States following 9/11 and provided modest assistance to U.S. forces during the campaign in Afghanistan, relations between the two countries remain strained. Iran was, of course, included among the three members of the “axis of evil” in President Bush’s January 2002 State of the Union address, leading many in Tehran to fear that the American victory in Iraq will be followed by a U.S. invasion of Iran. Such fears are compounded by American charges that Iran is proceeding with the development of nuclear weapons. And while these concern may not lead to the early outbreak of war between the two countries, it is likely that tensions between Iran and the United States will remain high for the foreseeable future./21/

THE CASPIAN SEA BASIN

Although the United States will remain dependent on oil from the Persian Gulf area for a long time to come, American officials seek to minimize this dependency to the greatest degree possible by diversifying the nation’s sources of imported energy. “Diversity is important, not only for energy security but also for national security,” President Bush declared on May 17, 2001. “Over-dependence on any one source of energy, especially a foreign source, leaves us vulnerable to price shocks, supply interruptions, and in the worst case, blackmail.”/22/ To prevent this, the Administration’s energy plan calls for a substantial U.S. effort to boost production in a number of non-Gulf producing areas, including the Caspian Sea basin, the West coast of Africa, and Latin America.

Among these areas, the one that is likely to receive greatest attention from American policymakers is the Caspian Sea basin. According to the DoE, this area houses proven reserves (defined as 90 percent probable) of 17 to 33 billion barrels of oil, and possible reserves (defined as 50 percent probable) of 233 billion barrels – an amount that, if confirmed, would make it the second largest site of untapped reserves after the Persian Gulf area./23/ To ensure that much of this oil will eventually flow to consumers in the West, the U.S. government has made a strenuous effort to develop the area’s petroleum infrastructure and distribution system. (Because the Caspian Sea is land-locked, oil and natural gas from the region must travel by pipeline to other areas; any efforts to tap into the Caspian’s vast energy reserves must, therefore, entail the construction of long-distance export lines.)

The United States first sought to access to the Caspian’s vast oil supplies during the Clinton Administration. Until that time, the Caspian states (except for Iran) had been part of the Soviet Union, and so otside access to their energy reserves was tightly constricted. Once these states became independent, however, Washington waged an intensive diplomatic campaign to open their fields to Western oil-company investment and to allow the construction of new export pipelines. President Clinton himself played a key role in this effort, repeatedly telephoning leaders of the Caspian Sea countries and inviting them to the White House for periodic visits./24/   These efforts were essential, Clinton told President Heydar Aliyev of Azerbaijan in 1997, to “diversify our energy supply and strengthen our nation’s security.”/25/

The Clinton Administration’s principal objective during this period was to secure approval for new export routes from the Caspian to markets in the West. Because the Administration was reluctant to see Caspian oil flow through Russia on its way to Western Europe (thereby giving Moscow a degree of control over Western energy supplies), and because transport through Iran was prohibited by U.S. law (because of its pursuit of weapons of mass destruction), President Clinton threw his support behind a plan to transport oil and gas from Baku in Azerbaijan to Ceyhan in Turkey via Tbilisi in the former Soviet republic of Georgia. Before leaving office, Clinton flew to Turkey to preside at the signing ceremony for a regional agreement permitting construction of the $3 billion Baku-Tbilisi-Ceyhan (BTC) pipeline./26/

 

While concentrating on the legal and logistical aspects of procuring Caspian energy, the Clinton Administration also sought to address the threat to future oil deliveries posed by instability and conflict in the region. Many of the states on which the United States hoped to rely for increased oil supplies or for the transport of Caspian energy were wracked by ethnic and separatist conflicts. With this in mind, the Administration initiated a number of military assistance programs aimed at strengthening the internal security capabilities of friendly states in the region. This entailed, inter alia, the provision of arms and military training to these forces, along with the conduct of joint military exercises./27/

Building on the efforts of President Clinton, the Bush Administration seeks to accelerate the expansion of Caspian production facilities and pipelines. “Foreign investors and technology are critical to rapid development of new commercially viable export routes,” the Cheney report affirms. “Such development will ensure that rising Caspian oil production is effectively integrated into world oil trade.” Particular emphasis is placed on completion of the BTC pipeline and on increasing the participation of U.S. companies in Caspian energy projects. Looking further ahead, the Administration also seeks to build an oil and gas pipeline from Kazakhstan and Turkmenistan on the east shore of the Caspian to Baku on the west shore, thus permitting energy from Central Asia to flow to the West via the BTC pipeline system./28/

Until September 11, U.S. involvement in the Caspian Sea basin and Central Asia had largely been restricted to economic and diplomatic efforts, accompanied by a number of military aid agreements. To combat the Taliban and Al Qaeda in Afghanistan, however, the Department of Defense deployed tens of thousands of combat troops in the region and established military bases in Kyrgyzstan and Uzbekistan. Some of these troops have now been recalled to the United States, but it appears that the Department of Defense plans to retain its bases in Central Asia. Indeed, there is every indication that the United States plans to maintain a permanent military presence in the area and to strengthen its ties with friendly regimes in the area./29/ This presence is supposedly intended to assist in the war against terrorism, but it is clear that it is also intended to safeguard the flow of petroleum. Most noteworthy, in this regard, is the U.S. decision to deploy U.S. military instructors in Georgia in order to provide counter-insurgency training to the special units that will eventually guard the Georgian segment of the BTC pipeline./30/

Although the Bush Administration has high hopes for the development of Caspian Sea energy supplies, it is evident that many obstacles stand in the way of increased petroleum exports from this region. Some of these are logistical: until new pipelines can be built, it will be difficult to transport large quantities of Caspian oil to the West. Other obstacles are political and legal: the largely authoritarian regimes now in control of most of the former Soviet republics are riddled with corruption and reluctant to adopt the legal and tax reforms needed to attract large-scale Western investment. But when all is said and done, the major problem facing the United States in seeking to rely on the Caspian basin as an alternative to the Persian Gulf is the fact that the Caspian is no more stable than the Gulf, and so any effort to ensure the safety of energy deliveries will entail the same sort of military commitments that the United States has long made to its principal energy suppliers in the Gulf./31/

WEST AFRICA

Another area that is viewed by the Bush Administration as a promising source of oil is West Africa. Although African states accounted for only about 10 percent of global oil production in 2000, the DoE predicts that their share will rise to 13 percent by 2020 – adding, in the process, another 8.3 mbd to global supplies./32/ This is welcome news in Washington. “West Africa is expected to be one of the fastest-growing sources of oil and gas for the American market,” the Cheney report observes./33/

The Administration expects to concentrate its efforts in two countries: Nigeria and Angola. Nigeria now produces about 2.2 mbd, and is expected to double its capacity by 2020 – with much of this additional oil going to the United States. But Nigeria lacks the wherewithal to finance this expansion on its own, and its existing legal system – not to mention widespread corruption and ethnic unrest – tends to discourage investment by outside firms./34/ The Cheney report thus calls upon the Secretaries of Energy, Commerce, and Energy to work with Nigerian officials “to improve the climate for U.S. oil and gas trade, investment, and operations.” A similar outlook governs the Administration’s stance toward Angola. With sufficient external investment, the Cheney report notes, Angola “is thought to have the potential to double its exports over the next ten years.”/35/ But here, too, endemic corruption and an uninviting legal climate have discouraged substantial investment by foreign firms./36/

Much as in the Caspian region, moreover, American efforts to obtain additional oil from Africa could be frustrated by political unrest and ethnic warfare. Indeed, much of Nigeria’s production was shut down during the spring of 2003 because of ethnic violence in the Delta region, the site of much of Nigeria’s onshore oil./37/ The United States is not likely to respond to these challenges by deploying American troops in the area – that undoubtedly would conjure up images of colonialism and so would provoke strong opposition at home and abroad. But Washington is willing to increase its military aid to friendly regimes in the region. Total U.S. assistance to Angola and Nigeria – the two countries of greatest interest to Washington – amounted to some $300 million in Fiscal Years 2002-2004, a significant increase over the previous three-year period./38/   And while the deployment of American troops in the region is not a likely prospect in the short term, the Department of Defense has begun to look at potential basing sites in the region – most notably in the islands of Sno Tomé e Principe – in the expectation that such a deployment may someday be deemed necessary./39/

LATIN AMERICA

Finally, the Cheney plan calls for a significant increase in U.S. oil imports from Latin America. The United States already obtains a large share of its imported oil from these countries – Venezuela is now the third largest supplier of oil to the United States (after Canada and Saudi Arabia), Mexico is the fourth largest, and Columbia is the seventh – and Washington hopes to rely even more heavily on this region in the future. As indicated by Secretary of Energy Spencer Abraham, “President Bush recognizes not only the need for an increased supply of energy, but also the critical role the hemisphere will play in the Administration’s energy policy.”/40/

In presenting these aspirations to governments in the region, U.S. officials stress their desire to establish a common, cooperative framework for energy development. “We intend to stress the enormous potential of greater regional energy cooperation as we look to the future,” Abraham told the Fifth Hemispheric Energy Initiative Ministerial Conference in Mexico City on March 8, 2001. “Our goal [is] to build relationships among our neighbors that will contribute to our shared energy security….”/41/ But however sincere, these comments overlook the fundamental reality: all of this “cooperation” is essentially aimed at channeling more and more of the region’s oil supplies to the United States.

The Bush energy plan places particular emphasis on the acquisition of additional oil from Mexico and Venezuela. “Mexico is a leading and reliable source of imported oil,” the Cheney report observes. “Its large reserve base, approximately 25 percent larger than our own proven reserves, makes Mexico a likely source of increased oil production over the next decade.”/42/   Venezuela is considered vital to U.S. energy plans because it possesses large reserves of conventional oil, and because it houses vast supplies of so-called heavy oil – a sludge-like material that can be converted to conventional oil through a costly refining process. According to the NEP, “Venezuelan success in making heavy oil deposits commercially viable suggests that they will contribute substantially to the diversity of global energy supply, and to our own energy supply mix over the medium to long term.”/43/

But U.S. efforts to tap into abundant Mexican and Venezuelan energy supplies will run into a major difficulty: because of a long history of colonial and imperial predation, these two countries have placed their energy reserves under state control and have established strong legal and constitutional barriers to foreign involvement in domestic oil production. Thus, while they may seek to capitalize from the economic benefits of increased oil exports to the United States, they are likely to resist both increased U.S. participation in their energy industries and also any significant increase in oil extraction.   Such resistance will no doubt prove frustrating to American officials, who seek exactly these outcomes. The NEP thus calls on the Secretaries of Commerce, Energy, and State to lobby their Latin American counterparts to eliminate or soften barriers to increased American oil investment.

These endeavors are likely to meet particularly strong resistance in Venezuela, where oil production has long been under state control. A new Constitution adopted in 1999 bans foreign investment in the oil sector, and President Hugo Chávez has taken other steps to impede such investment. Following a prolonged general strike organized by opponents of the President in late 2002 and early 2003, Chávez effectively seized control of the state-owned oil company, Petróleos de Venezuela, S.A. (PdVSA), and fired those managers considered most amenable to links with foreign firms./44/   (Although the United States is not known to have played a direct role in the strike, many of its leaders had been received warmly in Washington and given signals of the Administration’s sympathy for their cause.) So long as Chávez remains in power, then, it is likely that Washington will continue to favor his replacement with someone more sympathetic to U.S. energy priorities.

Energy considerations are also likely to figure prominently in U.S. relations with Colombia. Although known primarily for its role as a supplier of illegal drugs to the United States, Colombia is also a major oil supplier to this country./45/ Efforts to increase Colombian oil production have been hampered, however, by the frequent attacks on oil installations and pipelines mounted by anti-government guerrilla groups. Claiming that these groups also provide protection to the drug traffickers, the United States is assisting the Colombian military and police in their efforts to suppress the guerrillas. Furthermore, under a special $94 appropriation awarded by Congress in 2002, American military instructors are providing counter-insurgency training to the Colombian forces assigned to the protection of the 500-mile-long CaZo Límon pipeline, connecting oilfields in the interior to refineries and export facilities on the Caribbean coast./46/ In seeking additional supplies of energy, therefore, the United States is likely to become increasingly embroiled in the civil war in Colombia.

 

THE ENERGY-SECURITY NEXUS: LINKING THE BUSH ENERGY PLAN TO THE BUSH MILITARY PLAN

The implications of all of the above are unmistakable: in its pursuit of ever-growing supplies of imported petroleum, the United States is intruding ever more assertively into the internal affairs of the oil-supplying nations and, in the process, exposing itself to an ever-increasing risk of involvement in local and regional conflict situations. This reality has already influenced U.S. relations with the major oil-producing nations and is sure to have an even greater impact in the future.

At no point, however, does the NEP acknowledge this fundamental reality. Instead, the Cheney plan focuses on the economic and diplomatic dimensions of U.S. energy policy – suggesting thereby that America’s energy dilemmas can somehow be overcome in this fashion. But the architects of the Bush/Cheney policy know better: an energy plan that calls for increased reliance on the Persian Gulf countries and on other suppliers located in areas of recurring turmoil will not be able to overcome every conceivable threat to American energy interests through economic and diplomatic efforts alone. At some point, it may prove impossible to ensure access to a particular source of oil without the use of military force.

It is in this regard that one cannot help but be struck by the striking parallels between the Administration’s energy policy and its preferred military strategy. Here again, as in the case of the Administration’s energy plan, there is a great deal of misunderstanding about what is truly intended. In the view of most observers, the principal thrust of the Administration’s military policy is the development of super-sophisticated weapons and the establishment of a national ballistic missile defense system. But while these are, in fact, major objectives of the Administration plan, they are not the most important objective. Rather, the Administration’s top objective is the enhancement of America’s “power projection” forces – meaning those forces that can be transported from established bases in the United States and Europe to distant combat zones, and then fight their way into the area or otherwise come to the assistance of a beleaguered ally. Typically, power projection forces are said to include both the ground and air combat units intended for penetration of enemy territory plus the ships and planes used to carry these units into the battle zone. Power projection forces also include long-range bombers and the naval platforms – aircraft carriers, surface combatants, and submarines – used to launch planes or missiles against onshore targets.

It is precisely these sorts of forces that have been accorded top priority in the military plans of the Bush Administration. In his first major speech on U.S. military policy, while still a candidate, Bush declared, “Our forces in the next century must be agile, lethal, readily deployable, and require a minimum of logistical support.” In particular, our land forces “must be lighter [and] more lethal”; our naval forces must be able “to destroy targets from great distances”; and our air forces “must be able to strike from across the world with pinpoint accuracy.”/47/ These are exactly the sort of weapons that the Bush Administration has sought since assuming office in February 2001, and, as we have seen, these are precisely the sort of weapons that the Department of Defense relied upon when conducting the March/April 2003 invasion of Iraq.

By the beginning of 2003, the White House had succeeded in incorporating many of its basic strategic objectives into formal military doctrine. These objectives stress the steady enhancement of America’s capacity to project military power into areas of turmoil – that is, to strengthen precisely those capabilities that would be used to protect or gain access to overseas sources of petroleum. Whether this was the product of a conscious linkage between energy and security policy is not something that can be ascertained at this time; what is undeniable is that President Bush has given top priority to the enhancement of America’s power projection capabilities while at the same time endorsing an energy strategy that entails increased U.S. dependence on oil derived from areas of recurring crisis and conflict.

 

What we have, therefore, is a two-pronged strategy that effectively governs U.S. policy toward much of the world. One arm of this strategy is aimed at securing more oil from the rest of the world; the other is aimed at enhancing America’s capacity to intervene in exactly such locales. And while these two objectives have arisen from different sets of concerns, one energy-driven and the other security-driven, they have merged into a single, integrated design for American world dominance in the 21st Century. And it is this combination of strategies, more than anything else, that will govern America’s international behavior in the decades ahead./48/

* * * * *

  1. 1. Spencer Abraham, “A National Report on America’s Energy Crisis,” remarks before the National Energy Summit, March 19, 2001, electronic document accessed at www.energy.gov on April 24, 2001.
  2. 2. See Richard A. Oppel, Jr., “White House Acknowledges More Contacts with Enron,” The New York Times, May 23, 2003.
  3. 3. For background and discussion of these choices, see Strategic Energy Policy Challenges for the 21st Century, Report of an Independent Task Force Sponsored by the James A. Baker III Institute for Public Policy of Rice University and the Council on Foreign Relations, Edward L. Morse, Chair, April 2001, electronic document accessed at www.bakerinstitute.org.
  4. 4. National Energy Policy Development Group, National Energy Policy (Washington, D.C.: The White House, May 2001). (Hereinafter cited as NEPDG, NEP 2001.)
  5. 5. From the transcript of Bush’s speech at River Centre Convention Center, St. Paul, Minn., May 17, 2001, as published in The New York Times, May 18, 2001.
  6. 6. NEPDG, NEP 2001, chap. 8, pp. 1, 3-4.
  7. 7. Ibid., Figure 2, p. x.
  8. 8. To give just one example, the NEP calls on the Secretaries of Energy, Commerce, and State “to deepen their commercial dialogue with Kazakhstan, Azerbaijan, and other Caspian states to provide a strong, transparent, and stable business climate for energy and related infrastructure projects.” Ibid., chap. 8, p. 13.
  9. For elaboration of this point, see Klare, “The Deadly Nexus: Oil, Terrorism, and America’s National Security,” Current History, December 2002, pp. 414-20.
  10. NEPDG, NEP 2001, chap. 8, p. 4.
  11. For background, see Michael A. Palmer, Guardians of the Gulf (New York: The Free Press, 1992). See also Michael Klare, Resource Wars: The New Landscape of Global Conflict (New York: Metropolitan Books, 2001), pp. 51-80.
  12. See Palmer, Guardians of the Gulf, pp. 102-242.
  13. 13. U.S. Congress, Senate, Committee on Armed Services, Crisis in the Persian Gulf Region: U.S. Policy Options and Implications, Hearings, 101st Congress, 2nd Session (Washington, D.C.: U.S. Government Printing Office, 1990), pp. 10-13.
  14. For details, see Klare, Resource Wars, pp. 62-68.
  15. From the transcript of Cheney’s speech in The New York Times, August 27, 2002.
  16. As quoted in Serge Schmemann, “Controlling Iraq’s Oil Wouldn’t Be Simple,” The New York Times, November 3, 2002.
  17. From the transcript of a Department of Defense news briefing, The Pentagon, January 24, 2003, electronic document accessed at www.defenselink.mil on January 27, 2003.
  18. U.S. Department of Energy, Energy Information Administration, “Iraq,” Country Analysis Brief, electronic document accessed at www.eia.doe/gov/cabs/iraq.html on October 23, 2002.
  19. For discussion of Iraq’s long-term energy potential and the potential involvement of international firms, see International Energy Agency (IEA), World Energy Outlook 2001 (Paris: IEA, 2001), pp. 104-7. See also “Don’t Mention the O-Word,” The Economist, September 14, 2002, pp. 25-27; Neela Banerjee, “Iraq Is a Strategic Issue for Oil Giants, Too, The New York Times, February 22, 2003.
  20. DoE/EIA, IEO 2003, Table D1, p. 235.
  21. For background and discussion, see Kenneth Katzman, Iran: Current Developments and U.S. Policy, Issue Brief for Congress (Washington, D.C.: Congressional Research Service, Library of Congress, March 13, 2003). See also David S. Cloud, “U.S., Iran, Stall on Road to Rapprochement,” Wall Street Journal, May 12, 2003.
  22. From the transcript of Bush’ speech of May 17, 2001, as published in The New York Times, May 18, 2001.
  23. U.S. Department of Energy, Energy Information Administration, “Caspian Sea Region,” Country Analysis Brief, February 2002, electronic document accessed at http://www.eia.doe.gov/cabs/caspian.html on February 22, 2002.
  24. For background, see Klare, Resource Wars, pp. 84-92.
  25. “Visit of President Heydar Aliyev of Azerbaijan,” statement by the Press Secretary, the White House, August 1, 1997, electronic document accessed at www.library.whitehouse.gov on March 2, 1998. [add: background on US oil company /admin interest in Caspian]
  26. For background and discussion, see Klare, Resource Wars, pp. 88-92, 100-4.
  27. Ibid., pp. 95-97.
  28. NEPDG, NEP 2001, chap. 8, pp. 12-13.
  29. See “The Yankees Are Coming,” The Economist, January 19, 2002, p. 37; Jean-Christophe Peuch, “Central Asia: U.S. Military Buildup Shifts Spheres of Influence,” Radio Free Europe/Radio Liberty, Prague, January 11, 2002.
  30. See Chip Cummins, “U.S. Plans to Send Military Advisers to Georgia Republic,” Wall Street Journal, February 27, 2002; Oil and Gas Journal Online, “Azerbaijan, Georgia Address Security Threats to BTC Pipeline,” January 23, 2003, electronic document accessed at www.ogj.pennnet.com on January 24, 2003.
  31. For discussion, see Jim Nichol, Central Asia’s New States: Political Developments and Implications for U.S. Interests, Issue Brief for Congress (Washinton, D.C.: Congressional Research Service, Library of Congress, April 1, 2003). See also Martha Brill Olcott, “The Caspian’s False Promise,” Foreign Policy, Summer 1998, pp. 95-113.
  32. DoE/EIA, IEO 2002, Table D1, p. 239.
  33. NEPDG, NEP 2001, chap. 8, p. 11. See also “Black Gold,” The Economist, October 26, 2002, pp. 59-60; James Dao, “In Quietly Courting Africa, White House Likes Dowry,” The New York Times, September 19, 2002.
  34. See U.S. Department of Energy, Energy Information Administration, “Nigeria,” Country Analysis Brief, January 2002, electronic document accessed at www.eia.doe.gov/emeu/cabs/nigeria.html on October 21, 2002.
  35. NEPDG, NEP 2001, chap. 8, p. 11.
  36. U.S. Department of Energy, Energy Information Administration, “Angola,” Country Analysis Brief, November 2002, electronic document accessed at www.eia.doe.gov/emeu/cabs/angola.html on December 2, 2002.
  37. See “Nigerian Troops Move Into Delta to Put Down Ethnic Riots,” The New York Times, March 20, 2003; Sarah Moore, “Nigeria’s New Challenge for Big Oil,” Wall Street Journal, July 26, 2002; Somini Sengupta, “Nigerian Strife, Little Noted, Is Latest Threat to Flow of Oil,” The New York Times, March 22, 2003.
  38. U.S. Department of State, Congressional Budget Justification: Foreign Operations, Fiscal Year 2004, February 2003, electronic document accessed at www.fas.org on February 27, 2003.
  39. See Antony Goldman and James Lamont, “Nigeria and Angola to Discuss U.S. Plan for Regional Military Base,” Financial Times, October 4, 2001; “U.S. Naval Base to Protect Sao Tome Oil,” BBC News World Edition, August 22, 2002, electronic document accessed at news.bbc/co.uk on March 6, 2003.
  40. Spencer Abraham, Remarks before the Fifth Hemispheric Energy Initiative Ministerial Conference, Mexico City, March 8, 2001, electronic document accessed at www.energy.gov/HQ/Docs/speeches/2001/marss/mexico_v.html on April 24, 20041. Ibid.
  41. NEPDG, NEP 2001, chap. 8, p. 9.
  42. Ibid., Chap. 8, p. 10.
  43. See “Venezuela Oil Woes Are Long Term,” Wall Street Journal, February 14, 2003; Juan Forero, “Venezuelan Oilman: Rebel with a New Cause,” The New York Times, Febriary 9, 2003. For background on the Venezuelan oil industry, see U.S. Department of Energy, Energy Information Administration, “Venezuela,” Country Analysis Brief, December 2002, electronic document accessed at www.eia.doe.gov/cabs/venez.html on December 20, 2002.
  44. For background on the Colombian oil industry, see U.S. Department of Energy, Energy Information Administration, “Colombia,” Country Analysis Brief, May 2002, electronic document accessed at www.eia.doe.gov/cabs/colombia.html on May 29, 2002.
  45. See Juan Forero, “New Role for U.S. in Colombia: Protecting a Vital Oil Pipeline,” The New York Times, October 4, 2002.
  46. Speech by Governor George W. Bush at The Citadel, Charleston, South Carolina, September 23, 1999, electronic document accessed at www.georgewbush.com on December 2, 1999.
  47. The author first laid out this argument in Klare, “Les vrais desseins de M. George Bush,” le Monde Diplomatique, November 2002, pp. 1, 16.
Posted in Other Experts | Comments Off on Michael Klare: The Bush/Cheney energy strategy

Kurt Cobb: Can Democracy survive without Fossil Fuels?

June 29, 2005  Can Democracy Survive Without Fossil Fuels?  By Kurt Cobb

http://resourceinsights.blogspot.com/2005/06/can-democracy-survive-without-fossil.html

Is it an accident that the great modern revolutions, both American and French, occurred shortly after James Watt vastly increased the efficiency of the steam engine? Recall that the steam engine’s primary purpose at the time was to pump water out of coal mines. Its perfection ignited an industrial revolution built on fossil fuels. Those fuels also indirectly ignited huge social and political changes that included modern demands for greater equality and democracy. Can those values thrive without fossil fuels?

Ancient Athens was democratic long before fossil fuels were discovered. In reality, democracy depends on some energy source that makes it possible for citizens to have the time to govern themselves. The citizenry must also enjoy a rough equality that doesn’t put some citizens so far above others as to threaten their solidarity. So, what was that energy source? Slaves.

This explains, in part, why some founders of the American republic were able to embrace slavery. It had existed alongside democracy before. But, even as they embraced it, industrial development on the American continent began to erode its necessity. The plenitude of energy from fossil fuels would ultimately render slavery uneconomic. A free man in charge of a machine run on fossil fuels could do far more work than any human in bondage could ever hope to do manually. And, thus owning machines and their fuel supplies became more important than owning the labor to run them. The machine age required labor to become more mobile–in essence, to go where the machine rather than the master dictated. Is it yet another accident of fate that the first successful American oil well was drilled in 1859 and that the Civil War, the war that ended slavery, followed only two years later?

The power of fossil fuels was already erasing the biological differences in physical strength between men and women. The women’s suffrage movement which had begun many years before the Civil War was intent on erasing their political differences as well. But fossil fuels also sent women and children into the factories where their size and strength mattered less than their docility.

As more and more energy was extracted from the ground in the form of oil and coal, modern industrial nations found they no longer required the labor of children. Nor was it necessary to maintain poor working conditions and living standards among the working classes in order to allow the rich to live well. Fossil fuels began to create enough wealth to go around. Rising prosperity muted competitive spirits.

In the middle of the cheap oil boom in America, many middle-class mothers could stay at home with their children. Only fathers worked. The subsidy of fossil fuels had essentially reached its apex. By this time those middle-class mothers could vote, slavery (though not discrimination) was a distant memory and child labor had long been outlawed. Social and political progress had coincided with the parabolic trajectory of America’s fossil fuel supplies.

Politically this was the period of strong labor unions, high taxes and huge public projects–schools, hospitals, highways, and public power. Is it another coincidence that this period of fast growth and narrowing inequality came to a halt shortly after the production of oil in the United States peaked in 1970?

As fossil fuels deplete, especially oil and natural gas, will we be able to maintain the solidarity and consent that make modern democracies so stable? Or will we each fall back on our competitive natures as we struggle for our share of dwindling resources. It depends on whether alternative energy sources can provide sufficient energy at affordable prices.

It may also depend on how we organize ourselves. A lower energy future may cause political power to flow back to local communities as central governments lose their influence for lack of energy resources. If we can relearn our cultural instincts for local governance, perhaps we can retain much of the political and social progress that has been, in part, a gift of the fossil fuel age. If we can’t reawaken those instincts, we may sadly find out that the only thing between us and despotism is a barrel of oil, one that may soon be taken away.

[Alice Friedemann comment: I fear that in a world where “might makes right” and men are more valued for their muscle and fighting power than women, whatever gains women have made will be lost.  It’s already happening even without the decline of fossil fuels already, the 2016 Republican candidates all vie to outdo each other in denying women the rights to their own bodies via birth control and abortion ]

Posted in Kurt Cobb | Tagged , | Comments Off on Kurt Cobb: Can Democracy survive without Fossil Fuels?

Review of Schneider-Mayerson “Peak Oil Apocalyptic Environmentalism and Libertarian Political Culture”

I just finished a great book about life in Russia called “Nothing is true and everything is possible, the surreal heart of the new Russia” by Peter Pomerantsev. He reveals how Soviet propaganda is propagated through TV shows whose goal is to keep people so entertained and unaware of the depth of corruption that they see no need to try to change the system. As I read it I couldn’t help thinking about the fact there are no wall street or banking executives in jail for their mortgage, student loan, insurance, and dozens of other white collar crime scams.  However bad things are here, they’re not as bad as the Soviet Union, but the point of the book is to show how vulnerable we are to falling to such depths, and it does appear we are heading that way.

Anyhow, it made me even more aware of the ways in which Matthew Schneider-Mayerson’s Phd thesis “Peak politics resource scarcity and libertarian political culture in the United States”, which was made into the book “Peak Oil Apocalyptic Environmentalism and Libertarian Political Culture” is flawed.

It does not criticize Peak oil scientifically, but instead uses uses damning language to imply the “labyrinthine subculture of peakists” are evangelical cult members and selfish individualist survivalists.

Before I start my critique, let me say that Schneider-Mayerson is not a “limits to growth” denier, understands why peak oilers believe what they do, and says many things I agree with.

It was interesting to see what an outsider made of the peak oil movement, but it will be a shame if this is a document future historians base their understanding on.

His strange critique of those with peak oil awareness appears to be driven by his perception that those with peak oil beliefs aren’t politically active enough, and not doing much to change things at the governmental level, and sees this as mainly because it is  an internet movement, but political movements need communities that see each other in person.

He thinks it is just another apocalyptic movement because he believes there are solutions to the oil crisis.

I skimmed the 301 pages because I’ve been part of the peak oil community since 2000 and upset that a Ted conference would cover this University of Chicago press book.

I also don’t like his use of the word “peakist”, which is a derogatory term, similar to the word “Darwinist” used by creationists to denigrate those who believe in evolution.

He describes “peakists” with political labels: 29% are liberal and 27% are very liberal with only 7% defining themselves as conservative.

Science is not political.  How people vote has nothing to do with scientific evidence and facts.  Spinning “climate change” belief as “democratic” is a propagandist way of deflecting attention away from scientific evidence and making it appear as though any evidence that exists is “liberal” rather than scientific.

In Chris Mooney’s book “The Republican Brain: The Science of Why They Deny Science – and Reality”, he explains why liberals believe in scientific evidence and conservatives are less likely to do so. I can’t remember the exact number, but something like 85% of university science professors vote democratic, and the rest are mostly independents, because the essence of science is changing your beliefs as new evidence arises. Conservatives like fixed, unchanging ideas and on average do not do well at universities. If so-called peakists are mainly liberal, that may also reflect a higher scientific awareness of the earth’s problems than the average citizen. Whether they are liberal or not is irrelevant.

Peak oil smeared as a religious cult

“Peakists” are smeared with labels such as “Cassandra’s evangelism” or “peak oil Jeremiah James Howard Kunstler”.  He describes people who become “peak oil aware” as converted, as if it were a cult.  Or as having had “an ideological transformation”… and “Peak oil believers described their awareness of oil depletion and environmental crisis in terms that were strikingly similar to a religious conversion… Many believers found new occupations, purchased land, and sundered ties with friends and family.”

Peak oil just another one of many apocalyptic movements

The author states “While peakism may seem like an unusual belief-system to some readers, the peak oil movement does not seem quite as “fringe” when situated in the context of American apocalypticism.  In 1999, for example, 36% of Americans admitted to planning to “stock pile food and water” in preparation for the fallout of the “Y2K” computer bug, while a 2006 poll found that a quarter of Americans believed that Jesus Christ would return to the Earth the following year.  Connecting contemporary events to millennial prophecies is also not uncommon – in 2002, for example, one in four Americans claimed that the Bible had predicted the September 11th attacks. While peakism lacks a concept ion of the sacred or supernatural, it certainly has religious dimensions.

Peak oil beliefs come from watching too many apocalyptic movies

“Of all media platforms and genres, Hollywood disaster films exerted perhaps the strongest influence on peak oil believers.”

There are 35 pages (182-217) of this drivel about apocalyptic books and movies influencing those with peak oil awareness, rather than scientific evidence from peer-reviewed journals such as energy policy and the obvious fact that there are limits to growth on a finite planet.

Furthermore, of all the possible videos explaining peak oil, he picks the stupidest most outrageous one possible: “Oily Cassandra” in her 2007 YouTube video “Porn. Peak Oil. Enjoy”, where half of the screen is a woman dancing erotically. Not videos of Richard Heinberg, Gail Tverberg, Nate Hagens, Kurt Cobb, Colin Campbell, and so on.

Environmentalists smart, peakists simple

“Whereas most environmentalists now see resource scarcity as tightly bound to economic and social issues that are highly variable, peakists tend to hold fast to a simplistic version of the limits-to-growth environmental paradigm where economic and social issues are at the mercy of ecological limits.”

Where’s the science?

There is a notable absence of science and the scientists within the peak oil sphere. His thesis spends a lot of time on James Howard Kuntler and someone I have never heard of, “Peak Shrink” Kathy McMahon.  Where are Charles A.S. Hall Colin Campbell, Walter Youngquist, Kjell Aleklett, Tad Patzek, David Pimentel, Ken Deffeyes, and so on?

He accuses peakists of selfish individual survivalism, not activism

He condemns the peak oil movement for being individualist in preparation rather than a collective movement like Occupy rather than composed of dedicated environmental activists.

But what about House Representative Roscoe Bartlett and the Peak Oil caucus he formed there?

What about Denver Mayor Hickenlooper (now governor of Colorado) who was a keynote speaker at the first Association for the Study of Peak Oil (ASPO) 2005 conference in Denver?  One of the sessions was led by members of the Boulder City council about why it was so hard for them to take action on peak oil issues.

What about San Francisco, Portland, Oakland, and many other cities with Peak oil task forces?

What about all the peak oil meetup groups?

He does mention Transition towns, and how ineffective they have been in most cities in the U.S., which is a fair criticism.  But just as an obscure ecology club in Argentina was the seed of a local currency used across the country when their economic system collapsed in 2001, Transition towns and other groups will help the rest of their community cope when times get harder.

Also a great deal of peak oil activism is “hidden” — taking place in the local food movement, bicycling advocates, and many other groups that are “peak oil aware” but deliberately choose not to mention this because it frightens people and/or isn’t their core mission. Also, these other activists think that batteries, wind, solar, nuclear, wave, tidal, and other mainly electrical solutions could save us, but don’t think this will happen in time to prevent a hard landing due to existing political and economic business interests.

He also ignores the fact that Heinberg, many scientists, and many peak oil activists have written and met with thousands of political leaders from city councilmen to state and national political leaders, not just in the U.S., but around the world. Matt Simmons met with former president George W. Bush. High-level European Union politicians have spoken at the peak oil conferences in Europe.  The Australian parliament had meetings all over Australia to get the input of their citizens on how to cope with peak oil.

He seems to be totally unaware of the reasons why political, economic, and scientific leaders deny peak oil and aren’t doing anything about it despite being aware of the problem (as I describe in https://energyskeptic.com/2015/climate-change-deniers/) .

Also, we have all tried to convince others via blogs, conversations, and so on, to little effect.  This is too depressing a movement to ever catch on.  Most of the people who came to the Oakland meetup that began in 2004 never returned.

He is misguided in thinking that there is no activism.  Nate Hagens recently organized a conference at Stanford on Net Energy, which Nobel Prize winner Steven Chu spoke at.

ABOVE ALL, THERE IS NO SOLUTION.  This is why there is not a movement.  We are way over carrying capacity and there is no substitute for diesel for trucks, trains, or ships, which can not be electrified or run on batteries (see my upcoming book from Springer “When Trucks Stop Running: Energy and the Future of Transportation”). Without trucks, civilization collapses in less than a month.

The problem is that making preparations to shift to back to a 14th century agricultural society are simply not possible because no one but a segment of peak oilers believe this. Do you really think any politician is going to fund a program to breed more oxen, or shift from industrial to organic agriculture?  Of course not. They believe that fusion, solar, wind, nuclear, hydrogen and so on will save us.  And why not?  They have law degrees and know little about systems ecology, energy, physics, and other scientific matters.

The peak oil arguments have great scientific justification — it is not an apocalyptic fantasy!  Although oil is the master resource that makes all others possible, peak everything — topsoil, aquifers, forests, phosphorous, coal, natural gas, and consequent resource wars mean we cannot continue business as usual for much longer. Again: this is a scientific, not a political or apocalyptic point of view.

Throughout this book he slams the movement in both big and in smaller ways, even though he holds environmental beliefs himself, as in this description of the ASPO 2009 conference: “Like other subcultures, peakists expressed and advertised their identities through commercially produced and distributed goods.  Next to us, Smiley Oil, a conference sponsor, was busy demonstrating its educational pea k oil video game, Energy Worlds.  Its logo was sinister but somehow appropriate to its referent, a cartoonish drop of black gold with a white Cheshire grin.  A young woman sold ASPO mugs alongside shirts that proclaimed “I [heart] Peak Oil,” and a much wider variety of items could be found online, including bumper stickers, flags, and baby bibs.”

Posted in Books, Government on what to do | Tagged , , | 6 Comments

Reduce vehicle fuel consumption to increase energy security

[This is a really interesting House session that discusses U.S. energy policy, the need for consumers to be educated about why they should buy more fuel efficient cars, and push-back from the auto industry (see the full 140 pages for more testimony from auto makers to avoid making fuel-efficient cars).  Their opposition for 30 years was successful – only now are we re-instituting CAFE standards.  Not that it matters: now that gasoline is cheap, consumers are buying less fuel-efficient cars and trucks — is the attention span of the public about one second long from too much TV?   Alice Friedemann, www.energyskeptic.com

Excerpts from: U.S. House. February 9, 2005. Improving the nation’s energy security:- can cars and trucks be made more fuel efficient ? Committee on science, House of Representatives, Serial No. 109-3. 140 pages.

Also see: David L. Greene, ORNL: Raise cafe standards and gas tax

Committee on Science Chairman BOEHLERT

Fuel economy is not just an energy issue, it is not just an environmental issue, it is, first and foremost, a national security issue.

Our nation is ever more dependent, stunningly dependent on the world’s most unstable region for the energy that is the lifeblood of our economy. Could anything be more critical? We are like a patient in critical care who needs a daily transfusion and can only hope to get it from an iffy, black market supplier. And yet we act as if everything will be healthy forever.

We are doing next to nothing to reduce our reliance on foreign oil. About 60% of the oil we consume each day is used for transportation; 45% just for cars and light trucks. We can not reduce our oil consumption meaningfully unless we address transportation. That is a simple, unarguable fact. And yet while many areas of the economy have been significantly more energy efficient over the past three decades or so, our nation’s fuel economy is worse than it was 15 years ago. That ought to be unacceptable.

It ought to be especially unacceptable, intolerable, really, when we have the technology to improve fuel economy without reducing safety, without harming the economy, and without reducing the options people have in the automobile showroom. There really is no debate about whether we have the technology we need to improve fuel economy. The only debate is whether we are willing to do something about it. I want everyone to remember the costs of inaction: they can be measured in dollars, particularly in the funds we spend on the military and homeland security, and they can also be measured in lives, as we can see in daily news reports. We need to consider the very real costs of being utterly dependent on unstable regions to carry out our most basic daily tasks.

In our view, CAFE increases provided the largest demand reduction by far. New technologies like hybrids and diesels will enter the fleet slowly and be used, we believe, in large part to increase power, weight, and other performance attributes instead of fuel economy absent increases in CAFE.

William K. Reilly. co-chair of the National Commission on Energy Policy.

Over the next 20 years, the United States and the world at large anticipate a 50%-plus increase in oil demand. That is a very large number.  The 20 years from 1980 to 2000 was a time of tremendous innovation in technology, and new development capacity in the oil industry when the amounts of hydrocarbons obtained from a field were increased from 20% to 50%. It was a period when deep-water oil exploration and development more than 5,000 feet deep became possible in the Gulf and other places. It was a period when there was a lot of new technology that allowed drilling from one well to go out into several fields from that single point.

Yet despite all that innovation, all that new technology, and all that effort, the oil industry worldwide experienced only a 20% increase in production over that 20-year period. As we look ahead to the next 20 years, seeing a 50% expected demand increase, it just isn’t there. The energy sector has for several years experienced a consistent and growing gap between oil production and the discovery of replacement reserves.

House Representative Michael M. Honda, California 

I continue to be amazed by the response of many people in this country to the prospect of conserving energy. We know that fossil fuel supplies both here and abroad are limited—they are fossil fuels, remnants from biological processes that took place [a long time] ago but aren’t occurring now. These fuels will run out eventually. There may be legitimate debate about exactly when that will happen, but the fact is that they will run out. Since our nation is nearly completely dependent on a finite source of energy, it seems to me that what we need to do in the short-term is reduce our levels of consumption of our finite energy supplies to make them last longer. CAFE standards are an excellent way of improving fuel economy in vehicles. By requiring vehicles to be efficient, the government can stand up for the long-term health of our nation and planet.

GAL LUFT Executive Director, Institute for the Analysis of Global Security (IAGS).

I would like to address the strategic context of our current dependence on imported oil and its implications on national security and offer new approaches to the fuel efficiency debate.

China’s demand for energy and other raw materials and its hunt for steady oil supplies in areas where the U.S. has strategic interests could undermine Sino-American relations. The U.S.–China Economic and Security Review Commission warned in its 2004 report that China’s growing dependence on imported oil is a key driver of its relations with terrorist-sponsoring governments. The report said: ‘‘China’s approach to securing its imported petroleum supplies through bilateral arrangements is an impetus for nonmarket reciprocity deals with Iran, Sudan, and other states of concern, including arms sales and WMD-related technology transfers that pose security challenges to the United States.’’ There is growing recognition within the oil industry that the rise of China will bring about a bidding war for Middle East supply between East and West. Dave O’Reilly, chief executive of ChevronTexaco warned recently against alliances formed between Asian countries and Middle East entities, calling for the U.S. Government to recognize and understand the implications of such a geopolitical shift. Without a comprehensive strategy designed to prevent China from becoming an oil consumer on par with the U.S., the U.S. might find itself in the future facing aggressive competition from China over access to Middle East oil with grave implications for global security.

The Strategic Impact of Our Oil Dependence

In 2004 oil prices have grown by close to 40%. As a result, the United States spent more than $18 million per hour on foreign oil. In the same period, OPEC’s oil export revenues grew by 42% to $338 billion. According to the U.S. Energy Information Administration (EIA) throughout 2005 oil prices will continue to stay high and OPEC will rake $345 billion in revenue. This transfer of wealth [to the Middle East) is of historical proportions and not only exacting a hidden tax on the American economy but also undermining our national security and the security of the world at large. It is unfortunate that most major oil producing countries are either politically unstable and/or at odds with the U.S. Some of the world’s largest oil producing nations are sponsors of or allied with radical Islamists who foment hatred against the U.S. The petrodollars we provide such nations contribute materially to the terrorist threats we face. In time of war, it is imperative that our national expenditures on energy be redirected away from those who use them against us.

Beyond the underwriting of terror, our present dependency creates unacceptable vulnerabilities. As we have learned from Osama bin Ladin’s messages, al Qaeda terrorists know that oil is the Achilles heel of the world economy and disrupting the world’s oil supply is central to their efforts to defeat the U.S. and its democratic allies. In Iraq and Saudi Arabia, America’s enemies have demonstrated that they can advance their strategic objective by attacking critical oil infrastructure and personnel. In Iraq alone there have been more than 200 attacks against pipelines and oil installations in the past 20 months. These targets are readily found not only in the Mid East but also in other regions to which Islamists have ready access such as the Caspian Basin and Africa. Over time, these attacks are sure to become more sophisticated and their destructive effects could be difficult, costly and time-consuming to undo.

In the longer run America’s national security can be adversely influenced by China’s growing demand for oil. Chinese oil consumption is increasing seven times faster than that of the U.S. and its imports have grown by over 35% per year for 2 consecutive years. All signs indicate that China’s appetite for oil will continue to grow in the years to come. According to the International Energy Agency, by 2030 China will import more oil than the U.S. does today. There is no doubt that China’s robust economic growth has already been felt on the global energy scene and has been a major contributor to last year’s spike in prices.

U.S. Approach to Oil Dependence

In light of intensifying military involvement in the Middle East, terrorist attacks on oil infrastructure, persistently high global oil prices, and the rise of China, oil dependence has become an incipient national security emergency. To address the problem of our dependence on volatile suppliers, the U.S. has pursued a 3-part strategy: • Diversifying sources; • Managing inventory in a strategic reserve; • Increasing the transportation sector’s energy-consumption efficiency

Diversifying resources is no more than a stopgap solution. In May 2001, when the Bush administration released its National Energy Policy, it proposed to reduce dependence on Middle East oil dependence by targeting alternative oil-supplying nations for government investment and closer alliances, including Angola, Azerbaijan, Colombia, Kazakhstan, Nigeria, Russia, and Venezuela. All of these nations are undemocratic, vulnerable to global terrorism and face significant political and social instability. Increasing U.S. reliance on these states would do little to address U.S. security and economic threats stemming from oil dependency. Given the integrated nature of the world economy we accomplish nothing if we merely shift our own purchases of oil from one of the world’s regions to another. An oil crisis will affect all our economies, regardless of the source of our own imports.

Furthermore, non-OPEC reserves are being depleted almost twice as fast as OPEC’s. This will ensure that our dependence on OPEC will only grow as time goes by. With OPEC countries sitting in the driver’s seat with respect to the world’s oil supply and oil prices, the world’s economic and political future will be compromised. Inventories are a critical element of energy security. But they are limited in scale and only useful to address a short term supply disruption. However, at this moment most major oil consuming nations do not have significant strategic petroleum reserves. This means that a supply disruption will still send international oil prices to the roof regardless of how much stock is kept in the U.S. Though over time it would be advisable to see more countries developing robust strategic petroleum reserves, such action at the point of high oil prices would only create additional demand and hence drive prices up even further.

Improving fuel efficiency in U.S. vehicles is the only course of action which carries no negative consequences. On the contrary, studies show that by reducing demand for oil in the transportation sector and transitioning the economy into an economy based on next generation fuels and automobiles, the U.S. could generate millions of new jobs and billions of dollars worth of investment opportunities.

New Approach to Fuel Efficiency

In the past three decades the debate on improving fuel efficiency has focused mainly on the tension between auto manufacturers, consumers and the government. Though everybody agrees that the U.S. should reduce its oil bill, neither Detroit nor the American consumer is willing to do so for the greater good. The U.S. auto industry shies away from embarking on revolutionary changes in its designs and production lines and by and large resists significant rise in CAFE standards. The American consumer is not willing to accept compromise on cost, comfort, power or performance.

To end the stalemate in the fuel efficiency issue we need to change the terms of the debate. Today when it comes to CAFE the auto industry shoulders the entire burden. But long-term security and economic prosperity depends on technological transformation not only at the vehicle level but also in the fuel that powers it. In other words, to get people to travel more miles per gallon of gas one need not focus only on redesigning the car, making it lighter or improving its engine. We should think in terms of gallon stretchers—making our fuel more efficient. For example, a number of commercially available fuel additives can enhance combustion efficiency by up to 20%.

Apply efficiency standards for heavy-duty trucks. Most of our effort to improve fuel efficiency is focused on light-duty vehicles. But improving the fuel economy of heavy-duty trucks offers no smaller opportunity for oil savings. The heavy-duty trucks sector is responsible for the consumption of close to three million barrels per day of oil. Over two-thirds of this energy is consumed by the heaviest trucks, such as tractor-trailers weighing over 33,000 lbs. Technology assessments by the American Council for an Energy-Efficient Economy (ACEEE) found that conventional technology improvements including enhancements to aerodynamics, weight reduction, improved engine fuel injection and the introduction of hybrid gasoline-electric or diesel-electric drive trains can achieve truck fuel-efficiency advances of 26 to 70 percent at cost-effectiveness. Congress should therefore begin to apply some of the standards for the small cars to the larger vehicle classes especially heavy trucks from 8,500 to 10,000 lbs.

Invest in Public Education. Consumers still rank fuel efficiency way below power, performance, cost and safety in their car buying considerations. As a result the Nation’s fuel efficiency standards have remained stagnant while our oil dependence continues to grow. Barring a catastrophic oil disruption this could only change if the public is to become more aware of the huge impact oil dependence has on our national security. Reduction of our oil bill should be viewed by consumers as a patriotic duty, not pure economic calculation. There is clear need for public education program to connect the dots between our behavior on the road and our national security, between the number of Hummers on the road and the number of Humvees in the Persian Gulf. Another issue on which public education is desirable is the true cost of oil. The most recent estimates suggest that in a non-war year the United States spends $20 to $40 billion in military costs to secure access to Middle East oil supplies, which means that the American taxpayer is paying at least an additional $4 to $5 a barrel for crude oil above market price. These extra dollars are being paid by consumers through their income tax but are not reflected at the price at the gas station. If Americans were more aware of what they pay outside the gas station it would be politically easier to introduce legislative efforts to transfer that tax burden from an indirect mechanism such as income tax to a direct pay-as-you-go tax at the pump.

America takes pride in offering choice in every aspect of our lives. Yet, when it comes to transportation fuels we are offered nothing but petroleum products. We must embark on an effort to diversify our fuel market by introducing domestically produced fuels that are made from waste products or other resources the U.S. is rich in, and that are clean and affordable. The U.S. is no longer rich in oil or natural gas. It has, however, a wealth of other energy sources from which transportation fuel can be safely, affordably and cleanly generated. Among them: hundreds of years-worth of coal reserves, 25 percent of the world’s total (especially promising with Integrated Gasification and Combined Cycle technologies); billions of tons a year of biomass, and further billions of tons of agricultural and municipal waste. Vehicles that meet consumer needs like ‘‘plug-in’’ hybrids can tap America’s electrical grid to supply energy for transportation, making more efficient use of such clean sources of electricity as solar, wind, geothermal, hydroelectric and nuclear power.

Because of the national security imperative we have no time to wait for commercialization of immature technologies such as fuel cells. Far too much focus is being placed on them at the expense of more quickly available solutions. We should focus on real world solutions and implement technologies that exist today and are ready for widespread use. We also don’t have the time and money to embark on massive infrastructure changes. The focus should be on utilizing competitive technologies that do not require prohibitive or, if possible, even significant investment in changing our transportation sector’s infrastructure. Instead, we should permit the maximum possible use of the existing refueling and automotive infrastructure. We need to remember that oil dependence is a global issue which should be addressed internationally. Even if the U.S. was no longer dependent on foreign oil, if the rest of the world still remains beholden to the small club of oil producers the national security problems discussed before will not go away. Only a global effort led by the U.S. to reduce demand for petroleum by distributing the above-mentioned technologies will bring about prosperity and strengthen global security.

COMMITTEE INTRODUCTION

The average new car fuel economy rose from 12.9 miles per gallon (mpg) in 1974 to 27.6 mpg in 1985—slightly more than the 27.5 mpg required by the CAFE standards that year. (The average for new light trucks, the category that now includes pickups, SUVs and mini-vans, rose to 19.5 mpg over the same time period.) Today, the standards stand at 27.5 mpg for cars and 21.0 mpg for light trucks.

The average fuel economy of new vehicles sold in the U.S. has declined since reaching a peak in 1987. The major reason is the explosive growth in SUVs, mini-vans, and pickup trucks, which must meet a fuel economy standard that is lower than that for passenger cars. The number of light trucks sold has more than tripled since 1980, while the number of passenger cars has declined slightly over the same period. Today more than half the new cars sold are light trucks. At the same time, CAFE standards have remained stagnant. The fuel economy standard for new cars has not changed since 1990. And until this year, the standard for new light trucks had not changed since 1996. In 1974 cars got 12.9 mpg, in 2005 the café standard was 27.5. In 1985 light trucks, SUVs and mini-vans got 19.5 mpg, now 20.7.

Any improvements in fuel economy in a particular model have been offset by declines in fuel economy in other models (or by increased sales of models with lower fuel economy), allowing the average—which is based on sales of all makes and models—to drop. Proponents of CAFE standards argue that government action is the only way to raise the average by pushing improvements across automakers’ fleets.

CONSUMERS ARE NOT BUYING FUEL EFFICIENT CARS

K.G. DULEEP.   Managing Director at Energy & Environmental Analysis (EEA). The consumer side of the equation should also not be neglected. Consumers appear to value other attributes, notably size, luxury features and performance over fuel economy, and the appeal for SUV models has not diminished much even at the current gasoline price of $2 per gallon. The market share for light trucks continues to increase and reached a record of almost 55% of the total light vehicle market in 2004. Cars and light trucks with astounding horsepower ratings of 400, 500 and 600 HP are in demand in a country where the national speed limit rarely exceeds 70 mph. These trends will serve to eventually erase the benefits of any amount of technology introduction. Hence, future fuel economy related efforts should include efforts directed at consumer motivation to purchase more efficient rather than more powerful or larger vehicles. This has always been a difficult area for Congress, as any restriction on consumer choice appears politically unacceptable.

The auto industry today makes over 100 models that achieve 30 or better miles per gallon on the highway, yet the sales of these vehicles are very low.

Automaker PUSH-BACK to café standards

Automakers point out that they have made cars and trucks more efficient, pound for pound, by significantly increasing the power and size of vehicles without much change in fuel economy. And they argue that customers prefer power, size and luxury over fuel efficiency. As a result, average vehicle weight has increased by 24% since 1981 and average horsepower has increased by 93%.

Automakers question whether consumers will be willing to pay for efficiency technologies. Even if the technology pays for itself in gasoline savings over the life of the vehicle, they say, many consumers do not consider those kinds of long-term benefits when choosing a vehicle.

According to House Rep Michael M. Honda, Café Standards have not increased over the years because of industry insistence that increased standards would make U.S. manufacturers less competitive and would make vehicles less safe (which the National Academy of Sciences says is NOT TRUE). House Rep Sheila Jackson Lee added that the possible shift of large car manufacturing off-shore raised concerns of domestic job losses.

HOW MUCH COULD LIGHT-DUTY BE IMPROVED?

The Academy identified technologies that in combination, would allow fuel economy increases of 12 to 27 percent for cars and 25 to 42 percent for light trucks without any reduction of safety, and would pay for themselves in fuel savings.

The National Academy of Sciences panel concluded that CAFE standards have played a leading role in preventing fuel economy levels from dropping as much as they otherwise would have as fuel prices declined in the 1990s, and that fuel use by cars and trucks today is roughly one-third lower than it would have been had fuel economy not improved since 1975.

How much oil would an increase in fuel economy save? According to the National Commission on Energy Policy, improving car and light truck fuel economy by 10, 15, and 20% by 2015 would result, by 2025, in an estimated fuel savings of approximately two, three, and 3.5 million barrels of oil a day respectively. Such savings represent a 25 to 40% reduction in the additional amount of oil by which U.S. demand is currently projected to grow by that time, absent other policy interventions.

William K. Reilly. I am one of 3 co-chairs of the National Commission on Energy Policy. My Co-chairs are John Rowe, CEO of Excelon, and John Holdren, a professor at the Kennedy School at Harvard. We are an independent bipartisan group of 16 who came together in 2002 with support from the Hewlett Foundation and foundations: The MacArthur Foundation, Packard Foundation, and the Pew Charitable Trusts.

The Commission released a report at the end of last year entitled “Ending the Energy Stalemate: A Bipartisan Strategy to Meet America’s Energy Challenges”. The first chapter of this report is about enhancing oil security. The placement of oil security first among all issues reflects the Commission’s view that improving our nation’s oil security is the most significant near term energy challenge we face.

We are going to have to find new efficiencies, new opportunities to be more productive in our use of liquid fuels, alternative fuels, and try to put an economy together, for transportation particularly, that respects a new energy environment.

We recommended that Congress should instruct the National Highway Traffic Safety Administration to significantly strengthen automobile fuel requirements. New standards, we propose, should be phased in between 2010 and 2015.

Our proposal is specifically designed to address political and technical objections to traditional CAFE increases which are: (1) impacts on competitiveness of domestic manufacturers; (2) impacts on domestic jobs; and (3) safety concerns. These are the big 3 that are raised as objections to increases in CAFE.

Spare capacity to compensate for supply disruptions has fallen to a mere 2% of global demand. Left unchanged, these factors suggest that the U.S. economy will continue to suffer from high and volatile oil prices and is at risk of more frequent and serious supply disruptions. Second, the rate of improvement in U.S. oil economic intensity has slowed in recent years. Oil economic intensity is a measure of how much oil is required for the U.S. economy to produce a dollar of economic output. This measure is important because the ability of the U.S. economy to weather oil price shocks improves as oil’s share of our economic output decreases. Since 1970, the U.S. oil economic intensity has dropped by half—a tremendous achievement—largely due to CAFE standards in the late 1970s and early 1980s, and to a shift in the electricity sector away from the use of petroleum. Further improvements would further insulate the U.S. economy from oil price shocks.

Hybrid and passenger diesel vehicles hold the promise for dramatic improvements in vehicle fuel economy. But historical trends suggest that potential fuel economy gains may be undermined unless government acts to reinforce the need for improved vehicle fuel economy. Although U.S. fuel economy has been stagnant since 1987, the vehicle industry has made considerable strides in efficiency. However, these efficiency improvements have been used to increase vehicle horsepower and weight, while still complying with Corporate Average Fuel Economy (CAFE) standards.

This trend—favoring horsepower, weight and other attributes over fuel economy improvements—is likely to continue absent government action. If we as a nation are serious about addressing our dependence upon oil, we must seize the opportunity presented by hybrids and passenger diesels to improve the fuel economy of our vehicle fleet.

During its deliberations, the Commission considered a variety of both major and minor transportation policy measures. These included many of the usual suspects: a gasoline tax, a CAFE increase, alternative fuels, as well as some new ideas: heavy-duty tractor trailer fuel economy, efficiency standards for replacement tires, congestion charges in urban areas. We examined these policy measures against four criteria: (1) the ability to save 1 million barrels per day of oil by 2025, (2) the cost per barrel of oil saved, (3) administrative complexity, (4) political feasibility. Of all the policies reviewed by the Commission, passenger vehicle fuel economy improvements represented the largest opportunity for oil savings over the next 20 years.

K.G. DULEEP.   Managing Director at Energy & Environmental Analysis (EEA). The available conventional technologies have been extensively researched and I can state that there is a consensus among engineers regarding these technologies and their costs and benefits. Table 1 (attached) provides such a listing and is restricted to conventional technologies that are sold in at least one mass-market model in the U.S. as of 2005, to avoid any controversy about technology readiness for the market place.

The data in the table suggests that a total fuel economy improvement of about 26% in small cars to 28% in larger cars and light trucks is possible for much of the new car fleet with no weight reduction whatsoever. These estimates are a little lower than the ones derived by the National Academy of Sciences for two reasons. First, the choice of only those technologies already in the market as of 2005 is more restrictive than the definition used by the NAS. More importantly, I also believe that all of the cost-effective technology in the table could be adopted under free market conditions in most vehicles by 2015 if gasoline prices do not decline significantly, simply due to the fact these technologies pay for themselves. We estimate that about half of the improvement will counterbalanced by consumers buying more luxurious and larger vehicles, SUV models and four-wheel drive

HYBRID & DIESEL TECHNOLOGY. Both technologies offer the prospect for fuel economy improvements of 40 to 50%, more than double the total available from all cost effective conventional technology.

Mr. PORTNEY. If I have a car that gets 50 miles per gallon, but I drive that car 50,000 miles per year, I use more gasoline than if I have a car that gets 10,000— or 10 miles per gallon that I only drive 5,000 miles per year. So it is not just the fuel economy of the car, it is also the number of vehicle miles traveled that the—that determine how much gasoline we use, and therefore how much we are contributing to the greenhouse gas burden in the atmosphere or how insecure our energy supply is becoming. And so, while no one likes to vote for tax increases, just requiring that cars be more fuel-efficient only gets at part of this. And when cars become more fuel efficient, it becomes cheaper to drive each mile, so you lose a little bit, because people cheat and drive more miles, because they have more fuel-efficient cars.

Typically, people don’t take into account the fact that the gasoline that they use is contributing to the atmospheric burden of carbon dioxide. They don’t take into account, in their own purchase decisions, this dependence on imported oil, and that is why, in a case where you wouldn’t get involved if there weren’t these external costs, that there is a good reason for economic efficiency that you can justify some form of government involvement in the fuel economy—in the case of fuel economy. We can certainly argue about what is the best way to do it, but I think there is a case there that, because there is a form of market failure, that you need some kind of government intervention.

Chairman BOEHLERT. You know, I watched the Super Bowl, and I must confess, a lot of people did. I will tell you, when you talk about consumer demand, I would say I have to commend your industry, one member of it, that ad that Ford put on for the new Mustang was one of the stars of the whole commercials. And I think a lot of people watch the Super Bowl just to watch the commercials, and they don’t give a darn about the Patriots or the Eagles. But it seems to me that the auto industry drives by your marketing and advertising approach. And I don’t know if there are any examples of members of your Alliance selling safety or selling fuel efficiency. But I will tell you this, I have been around this town long enough to remember when a hot shot young vice president from Ford came to town and told the Congress, and I was on the staff at that time, ‘‘If you mandate seat belts, that will have a devastating negative impact on the industry I represent.’’ Fast forward several years, that guy then was chairman of the board of another automobile company and was on saying, you know, ‘‘Buy our product. We have got airbags to protect you, and no one requires it, but we are concerned for your safety.’’ So I would suggest that a lot of this has to do with your marketing approach. And we all have to be sensitive to your industry. It is a very vital part of our overall economy. And for us to put undue burdens on the auto industry is counterproductive.

Mr. Miller: This committee had hearings on hydrogen fuel cells in the last Congress and there seemed to be a great deal of skepticism that there is not an ample supply of hydrogen out there, that, in fact, the hydrogen has to come from other fossil fuels, has to be stripped out, that it is not a particularly clean process to do that. It doesn’t really free us from our dependency on foreign—on fossil fuels. We seem to be pursuing hydrogen to the exclusion of other alternative fuels, and we have some massive amount of money tied up in transporting liquid fuels. Where would the hydrogen come from if we really dramatically changed from a fossil to a hydrogen economy?

Mr. STANTON. Somewhere down the line it has got to come from renewables if we are going to work our way out of this.

Mr. PORTNEY. Everyone is optimistic about anything that has the potential technological promise of hydrogen of being a completely clean energy source, but I think we need to do something sooner than the time frame in which hydrogen will become the major propulsion for motor vehicles [which is] 15 or 20 years away. I would love to be more optimistic than that. I think we can’t wait 15 or 20 years before we try to do something, regardless of what it might be, to try to improve the fuel economy of the overall fleet, whether it is through higher taxes or technological fuel economy requirements or whatever. I would hate to put all of our eggs in the hydrogen basket and not do anything for 20 years in the hopes that that will be available and to solve the problem.

Mr. EHLERS. I would like to comment about market forces. A number of people have talked about this as if somehow these are some magic, independent things that automatically lead to good results. [Auto companies keep] talking about market forces. ‘‘We are just making what the people want.’’ And I simply remind them of their advertising budget. How much do you spend advertising SUVs compared to how much do you spend advertising low-cost, high fuel economy vehicles? It is very disproportionate. And we are not talking peanuts here. If I buy a new car, I am paying about $400 for the advertising that they bought to persuade me to buy the car. And so market forces don’t operate in a vacuum. I think the auto industry has taken a pass on that. They can greatly influence the choices consumers make through education, through advertising. A part of the problem, and part of the reason market forces don’t work very well is the public simply does not understand energy. They can’t see it, they can’t touch it, they can’t taste it, they can’t feel it, and it is frustrating to me, as a physicist, because that is one thing I do understand. But I have often said I wish energy were purple. If energy were purple and people could see it and they are driving down the highway and a Toyota Prius comes by with just a little purple around it, and it is followed by an SUV with a big purple cloud, people are going to say, ‘‘Hey, you know, I am going to get one of those Prius,’’ because they could see it. They could see the impact. As it is, their only tie to reality, in terms of the energy, is the price at the gas pump. And that is a little too ephemeral to directly affect their purchases. I wish the automobile companies would try to influence purchases.

Chairman BOEHLERT. I think it is a national security imperative to reduce oil demand, and I think we all can accept that. Can we just rely on market forces to do that? We prefer market forces, but if market forces aren’t doing what needs to be done, and we have a national security imperative to reduce demand for oil and look at the emerging giants in India and China, the demand, you know—there is not an unlimited supply of oil around the world.

Mr. REILLY. If the question is “could not use higher prices as a way to create demand for more fuel efficient vehicles?”, I do think that there is an appropriate role for the government, through tightening CAFE standards. I do, but there I would come back to the point that I made before, that I would only do that if I gave up on the use of market forces, which I am not prepared to do, and it is so important that car makers be given sufficient time to do this, rather than be required to get unrealistically high improvements in unrealistically short periods of time, because then we are back to downsizing and down weighting, which was a counterproductive way to go about this in the first place.

Chairman BOEHLERT. And we established the fact that it is not necessary to downsize and down weight to get the increased fuel efficiency that we are looking for. We have established that fact.

Hon. William K. Reilly, answers questions submitted by Representative W. Todd Akin

Q1. If the CAFE program has been successful, could you please explain why we are more dependent on foreign oil today and consuming more gasoline in our vehicles than we were when the program was originally put into place? And if that is the case, how will increasing the CAFE requirements to higher levels reverse this trend and accomplish the original goals of CAFE?

A1. Was CAFE successful? In a study published in 2002 entitled ‘‘Effectiveness and Impact of Corporate Average Fuel Economy (CAFE) Standards,’’ the National Academy of Sciences found that fuel use by passenger vehicles is roughly one-third lower today than it would have been had fuel economy not improved since 1975. CAFE was identified as a ‘‘major reason’’ for the fuel economy improvement. The NAS estimated a 2.8 million barrel per day savings between 1975 and 2000, or 14 percent of current U.S. consumption (20 million barrels per day).

If CAFE was successful, why are we consuming more oil? We are consuming more oil because vehicle miles traveled (a function of increasing numbers of vehicles on U.S. roadways and the trend towards driving greater distances each year) have outstripped the oil savings achieved by improved fuel economy in the late 1970s and 1980s. Vehicle miles traveled (VMT) has been increasing steadily since 1966. Fuel use declined between 1978 and 1983 due to improved vehicle fuel economy and a decline in the use of oil by electric utilities, but has risen steadily since then as passenger vehicle fuel economy levels have stagnated.

Responses by K.G. Duleep, Managing Director of Transportation, Energy and Environmental Analysis, Inc. Questions submitted by Chairman Sherwood L. Boehlert

Q1. In your testimony you called the demand for 400, 500, and 600 horsepower engines ‘‘astounding’’ since the speed limit in this country rarely exceeds 70 miles per hour. What effect do you believe this increase in horsepower will have on fuel economy? On safety?

A1. Large increases in horsepower do affect fuel economy and safety if vehicles. Typically a 10% increase in horsepower decreases fuel economy by 2.5% if the vehicle technology level is unchanged and the horsepower gain is achieved by engine upsizing. Larger increases in horsepower of 20% or more also require improvements to the brakes, tires and the drive line, thereby increasing vehicle weight and causing additional losses in fuel economy over and above the effect of engine upsizing. The doubling of horsepower that has occurred over the last 20 years has led to an implied loss in fuel economy of about 30 to 35 percent.

The CAFE standards for cars set in 1975 by Congress are still in force today at the same level of 27.5 mpg while light-truck CAFE standards have also continued for the last 20 years with almost no change. Hence, the benefits of these standards have long since been swamped by population growth, increases in car ownership, and increased driving per car.

Q2. You suggest in your testimony that to advance the adoption of new technologies to improve fuel economy, the government should enact tax credits for the purchase of advanced technology vehicles. However, if CAFE standards were to remain constant, since they are based on a fleet-wide average, the purchase of advanced high efficiency vehicles could be off-set by the sale of more fuel inefficient vehicles or the deployment of these technologies for greater power or size, resulting in little or no change in the overall consumption of fuel by the fleet. How do we avoid this outcome when supporting incentives for the purchase of advanced vehicles?

A1. Your question gets to the heart of one of the problems of the CAFE program. There is nothing that says the consumer must purchase ‘‘fuel economy.’’ The CAFE program only says that vehicle manufacturers must produce a fleet that averages a certain fuel economy level regardless of what consumers want or choose to purchase. The auto industry today makes over 100 models that achieve 30 or better miles per gallon on the highway, yet the sales of these vehicles are very low.

We can’t change consumer-purchasing habits, but we can make some of these advanced technology vehicles in the most popular vehicle lines. There are already two hybrid-electric SUVs available and more are planned for production. There is also a diesel-powered SUV available. It is the manufacturers task to introduce advanced technologies in vehicles that consumers want to purchase.

Petroleum use increased to 18.8 million barrels per day in 1978, the first year in which the CAFE standards were in force. From that level, U.S. petroleum consumption decreased to 15.7 million barrels per day in 1985, for practical purposes the last year in which the CAFE standards increased. The reduction in petroleum consumption from 1978 to 1985 was achieved despite a 15% increase in miles traveled by light-duty vehicles over the same period (from 1,426 billion vehicle miles in 1978 to 1,637 billion in 1985).2 Because it takes more than 10 years to turn over most of the stock of light-duty vehicles, the benefits of higher new vehicle fuel economy persisted beyond 1985 even though the rate of growth in vehicle travel exceeded the rate of increase in fuel economy. By 1992, the turnover of the stock of vehicles was nearly complete and on-road light-duty vehicle fuel economy reached a plateau of approximately 19.5 miles per gallon. Had light-duty vehicle fuel economy remained at the 1978 level of 13.6 mpg, the 2,078 billion miles traveled by passenger cars and light trucks in 1992 would have required 46 billion gallons (three million barrels per day) more petroleum than it did.

 

U.S. SENATE March 7, 2006. Energy independence S. HRG. 109-412. Committee on energy & natural resources.

DIANNE FEINSTEIN, U.S. SENATOR from CA (raise fuel economy, close SUV/light-truck loophole)

The amount of oil imported into the United States has climbed from 6 million barrels of oil per day in 1973 to 12 million barrels per day in 2004 (Energy Information Administration). And the percentage of foreign oil consumed in the U.S. has climbed from 35% in 1973 to 59% in 2004.

So while there has been a lot of talk about decreasing our nation’s dependence on foreign oil, most of it has been empty rhetoric. This week’s cover story of BusinessWeek is ‘‘The New Middle East Oil Bonanza.’’ With oil prices so high, partially due to fear of oil production disruptions in Nigeria, Saudi Arabia, Venezuela, and elsewhere, billions of dollars are going into the coffers of oil-producing nations.

I am seriously concerned about the impacts of America’s overdependence on foreign oil. This cannot continue. For foreign policy and for environmental reasons, the overdependence on oil is a real problem. With 5% of the world’s population, we cannot continue to use 25% of the world’s oil supply. Especially not with India and China developing at their current pace. There are things we could do today to reduce our dependency on oil, and yet we need the political will to get them accomplished. Specifically, we must raise the nation’s fuel economy standards. The Consumer Federation of America estimates that increasing the fuel economy of our domestic fleet by 5 miles per gallon would save about 23 billion gallons of gasoline each year, reducing oil imports by an estimated 14%. A fleet-wide increase of 10 miles per gallon would save 38 billion gallons, cutting imports by almost 20%. That is why I have introduced a very modest bill for the past three Congresses that would close a loophole in current law that allows SUVs and other light trucks to meet less stringent fuel economy standards than other passenger vehicles.

If the SUV loophole were closed, the savings would be rather dramatic. More than 480,000 SUVs were sold in the first quarter of 2005. If those SUVs achieved an average fuel economy of 27.5 miles per gallon, we would reduce gasoline use by more than 81 million gallons of a year. And that’s just for SUVs sold in the first quarter of 2005. If this bill were to pass, the United States would save 1 million barrels of oil a day and decrease foreign oil imports by 10%. Yet the automobile manufacturers continue to fight this proposal tooth and nail and for reasons I cannot understand. The technology to make these vehicles more efficient is available today and American auto companies are making vehicles to meet fuel economy standards in other countries. China, for instance, has issued fuel efficiency standards that are more stringent than ours. If American auto companies hope to make cars that will compete in China, then they will need to make them more fuel efficient. I hope the representative from Ford will be able to address this issue in her statement. If the Federal Government is not going to act, Congress should not stop the States from acting.

EVAN BAYH, U.S. SENATOR FROM INDIANA

[my comment: never happened]: The Vehicle and Fuel Choices for American Security Act (VFCASA makes significant reductions in our oil use. My bill would reduce projected oil use by 2.5 million barrels per day in 2016 and 7 million barrels per day in 2026. It also provides tools to meet these aggressive targets by improving the efficiency of vehicles

One of the lessons from September 11th is that we can no longer be so dependent on places like Saudi Arabia, Russia and Venezuela for our energy supply. Yet we are more dependent on foreign oil from hostile countries today than we were on September 11th—making us more vulnerable and putting the United States in a uniquely disturbing position of bankrolling both sides in the War on Terror. This goes to the heart of our security and our sovereignty. As the world confronts the prospect of a nuclear Iran, our leverage is dramatically limited by the fact that Iran is the second largest exporter of oil. We and our allies are vulnerable to energy blackmail. A few months ago, the Russians decided they weren’t pleased with the Ukrainian elections, so they simply decided to stop exporting natural gas to them— nearly causing an economic crisis in the region.

Decreasing the oil intensity of our economy will help us weather price shocks and make us more secure. We can reduce oil intensity by reducing our demand for oil.

The risks faced above ground by depending on unstable suppliers and good weather are too great and to a certain extent out of our control.

We must bring the same urgency to energy security that we have on the War on Terror.

[my comment: never happened] The Vehicle and Fuel Choices for American Security Act (VFCASA makes significant reductions in our oil use. We chose this title because nothing less than our national security is at stake. This bill would reduce projected oil use by 2.5 million barrels per day in 2016 and 7 million barrels per day in 2026. It also provides tools to meet these aggressive targets by improving the efficiency of vehicles and increasing the production and use of biofuels. VFCASA includes new approaches for manufacturers, the federal government, scientists and consumers, all designed to encourage greater energy security. Other Senators are Joseph Lieberman of Connecticut, Sam Brownback of Kansas, Norm Coleman of Minnesota, Lindsey Graham of South Carolina, Ken Salazar of Colorado, Jeff Sessions of Alabama, Bill Nelson of Florida, Richard Lugar of Indiana, Barack Obama of Illinois, Johnny Isakson of Georgia and Lincoln Chafee of Rhode Island. I hope that in the future we all look back on the day this bill was introduced as the beginning of a major shift in our national security strategy. I hope that history will say we saw a challenge to our national security and prosperity and then met it and mastered it.

The legislation requires that in 2012, 10% of vehicles manufactured be flexible fuel vehicles, alternative fueled vehicles, hybrids, plug-in hybrids, advanced diesels and other oil saving vehicle technologies. This percentage rises each year until 50% of the new vehicle fleet will be one of these oil saving technologies. It also provides tax incentives for U.S. manufacturing facilities to retool existing facilities to produce advanced technology vehicles which will help shift the vehicle fleet to more efficient vehicles while minimizing the job impact of an increased market share of advanced technology vehicles. The bill builds on the Energy Policy Act (EPAct) of 2005 by expanding the number of consumers that can take advantage of the tax credit available for the purchase of more efficient vehicles. It offers a tax credit to private fleet owners who invest in more efficient vehicles.

VFCASA contains robust research provisions in the areas of electric drive transportation, including battery research, lightweight materials and cellulosic biofuels. Each of these technologies hold great potential to play a key role in reducing our dependence on oil. For instance, lightweight materials, such as carbon composites and steel alloys, hold the promise of being able to double automotive fuel economy while improving safety without increasing the cost of the vehicle.

The average American automobile might remain in operation for 15 years or more. This means that it is essential that we begin immediately to deploy oil saving technologies.

JOSEPH I. LIEBERMAN, U.S. SENATOR FROM CONNECTICUT

While geologists and economists can debate when the oil supply will ‘‘peak,’’ what is indisputable is that demand is now exploding as developing nations such as India and China increase consumption.

According to the IEA, global demand for oil—now about 85 million barrels a day— will increase by more than 50% to 130 million barrels a day between now and 2030 if nothing is done. The industrialized world’s dependence on oil heightens global instability. The authors of the IEA report note that the way things are going ‘‘we are ending up with 95% of the world relying for its economic well-being on decisions made by five or six countries in the Middle East.’’

We are just one well-orchestrated terrorist attack or political upheaval away from a $100-a-barrel overnight price spike that would that would send the global economy tumbling and the industrialized world, including China and India, scrambling to secure supplies from the remaining and limited number of oil supply sites. History tells us that wars have started over such competition.

Left unchecked, I fear that we are literally watching the slow but steady erosion of America’s power and independence as a nation—our economic and military power and our political independence. We are burning it up in our automobile engines and spewing it from our tailpipes because of our absolute dependence on oil to fuel our cars and trucks. We need to transform our total transportation infrastructure from the refinery to the tailpipe and each step in between because transportation is the key to energy independence.

China is moving aggressively to compete for the world’s limited supplies of oil not just with its growing economic power, but with its growing military and diplomatic power as well. Second, today we must depend for our oil on a global gallery of nations that are politically unstable, unreliable, or just plain hostile to us. All that and much more should make us worry because if we don’t change—it is within their borders and under their earth and waters that our economic and national security lies. Doing nothing about our oil dependency will make us a pitiful giant—like Gulliver in Lilliput—tied down by smaller nations and subject to their whims. And we will have given them the ropes and helped them tie the knots.

CRAIG THOMAS, U.S. SENATOR from WYOMING

We consume roughly two thirds of the oil we use in the transportation sector. Because of its large share of consumption, policy changes affecting the transportation sector can have a significant impact on reducing foreign dependence. Increased mileage standards, elimination of boutique fuels, lowered speed limits, and greater use of alternative fuels are just a few of the many ideas that have been advanced to decrease the transportation sector’s consumption of oil. I contend that coal can make a difference in the transportation sector as well. Wyoming recently announced plans to construct a coal-to-liquids plant. The National Mining Association believes that continued use of this technology could replace as much as 2 million barrels per day of oil and 5 trillion cubic feet of natural gas per day by 2025.

James Woolsey, CIA Director 1993-1995

Energy independence for the U.S. is in my view preponderantly a problem related to oil and its dominant role in fueling vehicles for transportation.

Transportation infrastructure is committed to oil and oil-compatible products. So major investments… in electricity generation of different types… has very little impact today on oil use.  And hydrogen will take too long to satisfy some of the urgency that should be attached to our current oil dilemma.

So the United States and other oil-importing countries should: (1) encourage a shift to substantially more fuel-efficient vehicles within the existing transportation infrastructure, including promoting both battery development and a market for existing battery types for plug-in hybrid vehicles; and (2) encourage biofuels and other alternative and renewable fuels that can be produced from inexpensive and widely-available feedstocks—wherever possible from waste products.

Government policies with respect to the vehicular transportation market:

Encourage improved vehicle mileage, using technology now in production The following three technologies are available to improve vehicle mileage substantially.  [We should] take advantage of diesels’ substantial mileage advantage over gasoline-fueled internal combustion engines. Heavy penetration of diesels into the private vehicle market in Europe is one major reason why the average fleet mileage of such new vehicles is 42 miles per gallon in Europe and only 24 mpg in the U.S.

Hybrid gasoline-electric vehicles now on the market generally show substantial fuel savings over their conventional counterparts. Constructing vehicles with inexpensive versions of the carbon fiber composites that have been used for years for aircraft construction can substantially reduce vehicle weight and increase fuel efficiency while at the same time making the vehicle considerably safer than with current construction materials.

FRANK VERRASTRO, DIRECTOR & SENIOR FELLOW, ENERGY PROGRAM, CENTER FOR STRATEGIC AND INTERNATIONAL STUDIES

Analysis performed by EIA and the National Renewable Energy Lab estimates that even under optimistic assumptions, alternative transport fuels, excluding electric hybrid plug-ins, can be expected to displace or replace a maximum of 10% of conventional liquid transport fuels by 2030, leaving petroleum-based fuels, new technologies, conservation, and improved efficiency gains to deal with the remaining 90%. For purposes of comparison, a billion gallons of alternative fuels per year roughly translates to 65,000 barrels a day of conventional gasoline and maybe less depending on energy context. And we currently consume over nine million barrels a day of gas every day. In short, while contributions from alternate fuels will be helpful as a component in meeting increased consumer demand, petroleum-based fuels are likely to remain the overwhelming fuel of choice for at least the next 20 years.

At the same time, however, we cannot ignore preparations for transitioning to the inevitable post-oil world, a transition which former Energy and Defense Secretary, Jim Shlesinger, has characterized as the greatest challenge this country and the world will face outside of war.

To the extent practicable, every effort should be made to pursue policies and changes that fully take into account investment in market practices and utilize as much as possible existing infrastructure and currently available technologies.

And fuels alone are not the answer. We need radical changes to our motor vehicles, both in terms of energy and design and construction material, as well as to the way we transport goods and people.

Posted in Automobiles, Congressional Record U.S., Transportation What To Do | Comments Off on Reduce vehicle fuel consumption to increase energy security

David L. Greene, ORNL: Raise cafe standards and gas tax

Excerpt from: U.S. House. February 9, 2005. Improving the nation’s energy security: can cars and trucks be made more fuel efficient? Committee on science, House of Representatives, Serial No. 109-3. 140 pages.

DAVID L. GREENE, OAK RIDGE NATIONAL LABORATORY, CENTER FOR TRANSPORTATION ANALYSIS, NATIONAL TRANSPORTATION RESEARCH CENTER

Following the oil crises of the 1970s, nearly every developed economy in the world adopted fuel economy standards in some form (IEA, 1984; 1991). All of these standards were effective in raising fuel economy levels,… curbing the growth of world oil demand in the 1980s and, in combination with the market response to higher oil prices led to the OPEC cartel’s loss of control over world oil markets in 1986. We do know how to reduce dependence on petroleum and we have done so effectively in the past. The combination of higher oil prices and policies aimed at increasing energy efficiency led to almost 15 years of low oil prices. Unfortunately, after these efforts were successful and oil prices crashed in 1986, we stopped trying. With OPEC nations holding more than two thirds of the world’s proven oil reserves and more than half of the world’s ultimate conventional oil resources, and with growing demand for oil for transportation in developed and developing economies, it was only a matter of time before they regained control of world oil markets.

Potentially effective fuel economy policies range from standards to market-based measures. Developed economies that have recently tightened their fuel economy or carbon emission standards for motor vehicles include Japan, the entire European Union (EU) and Australia. China has also recently adopted fuel economy standards with the aim of curbing their rapidly growing demand for oil. Each country has a different form of standard, and each one is different from our own Corporate Average Fuel Economy (CAFE) Standards. Japan and China have mandatory standards that vary (in different ways) across vehicle weight classes. The EU and Australia negotiated voluntary standards with automobile manufacturers collectively that are based on the sales-weighted average emissions of carbon dioxide per vehicle kilometer.

GASOLINE TAXES. If the market for automotive fuel economy operated efficiently, increasing the tax on gasoline would be the most economically efficient way to increase fuel economy. Over the years, higher gasoline taxes have proven to be unpopular, but that is not an argument against their desirability from an economic efficiency standpoint. There are, however, good reasons to believe that the market for fuel economy is not efficient and, therefore, that standards have an important role to play. First, even nations with gasoline prices 2 to 3 times higher than those in the US have felt it necessary to have fuel economy standards. This includes the entire EU and Japan. If the market for fuel economy were efficient, gasoline prices in the range of $3 to $5 per gallon should be sufficient to raise vehicle fuel economy. Still, the EU and Japan found it necessary to have fuel economy standards.

Recent evidence from surveys indicates that consumers are indeed undervaluing fuel economy. First, survey evidence, generally supported by automobile manufacturers, indicates that consumers expect an expenditure on fuel economy technology to be paid back in fuel savings within 2–4 years, far less than the full lifetime of a modern automobile. A recent study by the University of California at Davis (Turrentine and Kurani, 2005) conducted in-depth interviews with 60 households in California. Few even considered fuel economy in their purchase decisions. None explicitly calculated the potential value of fuel savings by any method. In short, there was no evidence whatsoever of textbook, economically rational behavior with respect to fuel economy.

Despite the apparent imperfection of the market for fuel economy, increasing the price of gasoline would be a sound and beneficial policy. It would signal consumers of the importance of reducing fuel use, making it easier for manufacturers to sell higher fuel economy vehicles.

It would mitigate and could eliminate the rebound effect, the tendency for motorists to drive a little more when higher fuel economy reduces the fuel cost per mile of travel.

Finally, a higher tax on gasoline would make up for revenues that would otherwise be lost to the highway trust fund in the future when higher levels of fuel economy reduce the demand for motor fuel.

CAN THE GOVERNMENT ENCOURAGE THE ADOPTION OF TECHNOLOGIES TO IMPROVE FUEL ECONOMY WITHOUT LEADING AUTOMAKERS TO MAKE VEHICLES LESS SAFE?

The government can encourage the adoption of technologies to improve fuel economy without leading automakers to make vehicles less safe. First, there are many technologies that can be used to improve fuel economy that should have no impact on vehicle safety. Technologies such as variable valve timing and lift control, displacement on demand, reduced aerodynamic drag, continuously variable transmissions, and engine friction reduction should be independent of vehicle safety. Several reports have developed lists of such technologies and estimate their likely impacts on vehicle costs and fuel economy. The 2002 NRC study of the CAFE standards provides an extensive analysis of how such technologies could be used to cost-effectively increase passenger car and light truck fuel economy.

Given the availability of such technologies, manufacturers should be able to respond to the demands of a higher fuel economy standard without compromising safety.

The argument that fuel economy improvement inevitably leads to weight reduction which inevitably leads to increased fatalities and injuries is not correct. The role of weight reduction versus technology in achieving the fuel economy improvements of the past 30 years has been greatly exaggerated. Weight reduction was indeed an early strategy for increasing fuel economy. Vehicle weight reduction began before the CAFE standards went into effect, probably a response to the fuel shortages and higher prices caused by the first oil crisis of 1973–74. It continued after fuel economy standards went into effect in 1978 but ended in 1981. Fuel economy continued to improve through 1987 while weight increased. Since then, weight has increased while the average fuel economy of new light-duty vehicles has gradually declined, in large part due to the increasing market share of light trucks. According to data published by the Environmental Protection Agency, the average 2004 model year light-duty vehicle actually weighed 6 pounds more than the average light-duty vehicle sold in 1975. The average fuel economy of a new light-duty vehicle sold in 2004 was 58% higher than in 1975. Clearly, none of this increase can be attributed to weight reduction since today’s new light-duty vehicles are actually slightly heavier than their 1975 counterparts.

It has been argued, however, that further increases in fuel economy standards would inevitably lead to downsized or down-weighted vehicles and that smaller, lighter vehicles are inherently less safe. By and large, this objection has focused on weight reduction as the principal threat to safety. Reducing vehicle mass is certainly one way, though by no means the only way or even the most effective way, to increase fuel economy.1 In a dissent to the 2002 NRC CAFE report, Marianne Keller and I pointed out that the evidence for a causal link from fuel economy to weight reduction to increase traffic fatalities and injuries was highly dubious. Since that report, our position has been strengthened by 4 scientific studies. With the support of Honda, Van Auken and Zellner (2002) attempted to replicate Kahane’s (1997) path-breaking analysis of the relationship between vehicle weight and crash fatalities using more recent data from a somewhat different subset of states. They found that a reduction in the weight of passenger cars and light trucks of 100 pounds would not increase net highway fatalities.

BIOGRAPHY FOR DAVID L. GREENE A Corporate Fellow of Oak Ridge National Laboratory (ORNL), David Greene has spent 25 years researching transportation energy and environmental policy issues. Dr. Greene received a B.A. degree from Columbia University in 1971, an M.A. from the University of Oregon in 1973, and a Ph.D. in Geography and Environmental Engineering from The Johns Hopkins University in 1978. After Joining ORNL in 1977, he founded the Transportation Energy Group in 1980 and later established the Transportation Research Section in 1987. Dr. Greene spent 1988–89 in Washington, DC, as a Senior Research Analyst in the Office of Domestic and International Energy Policy, U.S. Department of Energy (DOE). He has published more than one hundred seventy-five articles in professional journals, contributions to books and technical reports, and has authored or edited three books (Transportation and Energy, Transportation and Global Climate Change, and The Full Costs and Benefits of Transportation). Dr. Greene served as the first Editor-in-Chief of the Journal of Transportation and Statistics, and currently serves on the editorial boards of Transportation Research D, Energy Policy, Transportation Quarterly, and the Journal of Transportation and Statistics. Dr. Greene has been active in the Transportation Research Board (TRB) and National Research Council (NRC) for over 25 years, serving on several standing and ad hoc committees dealing with energy and environmental issues and research needs. He is past Chairman and member emeritus of the TRB’s Energy Committee, past Chair of the Section on Environmental and Energy Concerns and a recipient of the TRB’s Pyke Johnson Award. In recognition of his service to the National Academy of Science and National Research Council, Dr. Greene has been designated a lifetime National Associate of the National Academies.

REFERENCES
Ahmad, S. and D.L. Greene. 2005. ‘‘The Effect of Fuel Economy on Automobile Safety: A Re-examination.’’ TRB05–1336, presented at the 84th Annual Meetings of
the Transportation Research Board, Washington, DC, January.

An, F. and A. Sauer. 2004. Comparison of Passenger Vehicle Fuel Economy and
Greenhouse Gas Emission Standards Around the World, The Pew Center on
Global Climate Change.  http://www.pewclimate.org/global-warming-in-depth/all—reports/fuel-economy/index.cfjm

Crandall, R.W. and J.D. Graham. 1989. ‘‘The Effect of Fuel Economy Standards on
Automobile Safety,’’ Journal of Law and Economics, Vol. 32, pp. 97–118.

Davis, W.B., M.D. Levine, K. Train and K.G. Duleep. 1995. Effects of Feebates on
Vehicle Fuel Economy, Carbon Dioxide Emissions, and Consumer Surplus. DOE/
PO–0031, Office of Policy, U.S. Department of Energy, Washington, DC, February.

Greene, D.L. and J.L. Hopson. 2004. ‘‘Analysis of Alternative Forms of Fuel Economy Standards for the United States,’’ Transportation Research Record 1842,
Paper No. 03–3945, Transportation Research Board, Washington, DC.

Greene, D.L., P.D. Patterson, M. Singh and J. Li. 2005. ‘‘Feebates, Rebates and Gas

Guzzler Taxes: A Study of Incentives for Increased Fuel Economy,’’ Energy Policy,
33:757–775.

Hellman, K.H. and R.M. Heavenrich. 2004. Light-Duty Automotive Technology and
Fuel Economy Trends 1975 Through 2004. EPA420–R–04–001, Office of Transportation and Air Quality, U.S. Environmental Protection Agency, Ann Arbor,
Michigan.

(IEA) International Energy Agency. 1991. Fuel Efficiency of Passenger Cars.
Organisation for Economic Cooperation and Development (OECD), Paris.

(IEA) International Energy Agency. 1984. Fuel Efficiency of Passenger Cars.
Organisation for Economic Cooperation and Development (OECD), Paris.

Kahane, C. 1997. Relationships between Vehicle Size and Fatality Risk in Model
Year 1985–93 Passenger Cars and Light Trucks. DOT HS 808 570, National
Highway Traffic Safety Administration, U.S. Department of Transportation,
Washington, DC.

Kahane, C.J. 2003. Vehicle Weight, Fatality Risk and Crash Compatibility of Model
Year 1991–99 Passenger Cars and Light Trucks. DOT HS 809 662, National
Highway Traffic Safety Administration, U.S. Department of Transportation,
Washington, DC.

(NRC) National Research Council. 2002. Effectiveness and Impact of Corporate Average Fuel Economy (CAFE) Standards. Committee on the Effectiveness and Impact of Corporate Average Fuel Economy (CAFE) Standards, National Academy
Press, Washington, DC.

Noland, R. 2004. ‘‘Motor Vehicle Fuel Efficiency and Traffic Fatalities,’’ The Energy
Journal 25, No.4:1–22.

Plotkin, S., D. Greene, K.G. Duleep. 2002. Examining the Potential for Voluntary
Fuel Economy Standards in the United States and Canada. ANL/ESD/02–5, Argonne
National Laboratory, Argonne, Illinois.

Rubin, J., P. Leiby, D. Greene. 2005. ‘‘Analysis of Tradable Corporate Average Fuel
Economy Credit Systems.’’ Presented at the 84th Annual Transportation Research
Board Meeting, Washington, DC, January 9–13.

Turrentine, T.S. and K. Kurani. 2005. ‘‘Automotive Fuel Economy in the Purchase
and Use Decisions of Households,’’ Presented at the 84th Annual Meeting of the
Transportation Research Board, Washington, DC, January.

Van Auken, R.M. and J.W. Zellner. 2004. A Review of the Results in the 1997
Kahane, 2002 DRI, 2003 DRI, and 2003 Kahane Reports on the Effects of Passenger Car and Light Truck Weight and Size on Fatality Risk. DRI–TR–04–02,
Dynamic Research, Inc., Torrance, California, March.

Van Auken, R.M., J.W. Zellner. 2003. A Further Assessment of the Effects of Vehicle
Weight and Size Parameters on Fatality Risk in Model Year 1985–98 Passenger
Cars and 1985–97 Light Trucks. DRI–TR–03–01, Dynamic Research, Inc., Torrance,
California, January.

Van Auken, R.M. and J.W. Zellner. 2002. An Assessment of the Effects of Vehicle
Weight on Fatality Risk in Model Year 1985–98 Passenger Cars and 1985–97
Light Trucks. DRI–TR–02–02, Dynamic Research, Inc., February.

Weiss, M.A., et al. 2000. On the Road in 2020. MIT Energy Laboratory Report MIT
EL 00–003, Massachusetts Institute of Technology, Cambridge, Massachusetts.

Wenzel, T.P. and M. Ross. 2005. ‘‘The Effects of Vehicle Model and Driver Behavior
on Risk,’’ accepted for publication and forthcoming, Accident Analysis and Prevention.

 

 

Posted in Automobiles, Congressional Record U.S., Conserve Energy, Transportation What To Do | Tagged , , | Comments Off on David L. Greene, ORNL: Raise cafe standards and gas tax