ONE TOWN SQUARE: at the intersection of peak oil, climate change, and land use

High oil prices threaten global dreams

October 13th, 2011 by Jim Just

IEAs chief economist Fatih Birol, speaking at a conference in London, said that the oil import bill in Europe, the U.S. and Japan is close to the level hit in 2008, when high prices were a contributing factor in the severe recession. Birol noted that when expenditures on oil rise to around 5% of gross domestic product, it has historically caused economic problems. He then warned:

Today with a more than $100 oil price, we are close to that 5% hurdle.

Birol said that of all the economies in the Organization of Economic Cooperation and Development, the U.S. is most vulnerable to high oil prices.

Although oil prices have not yet approached the $147/barrel mark hit briefly in 2008, the total OECD oil import bill for 2011 is close to that of 2008. Brent crude is up again, hitting $113/barrel earlier this week, an increase of nearly $14 a barrel over last week’s lows. WTI prices have recently been hovering around $86 a barrel. The spread between Brent and WTI this week widened again to $25.79 a barrel, only a dollar below the record high of $26.87 set on September 26th.

One sign that global oil production has hit a plateau is that crude oil production is no longer responsive to price signals, as seen in this chart posted by Gail Tverberg at Our Finite World.

Robert Hirsch (of Hirsch Report fame) observes that global oil production has been on a plateau for the last seven years, fluctuating within a 6% range. He expects production to continue to fluctuate within a narrow range for another 1-4 years, and then to transition into decline.

Tom Whipple at the Falls Church News-Press writes that the ongoing and intractable European debt crisis is a symptom of the depletion of cheap oil. The European economies – and economies of the rest of the OECD, and especially the U.S. – are, for the foreseeable future, likely to contract under the weight of expensive energy. Bailouts and recapitalizations will prove futile, serving only to transfer more wealth from taxpayers to the rich and powerful, especially the banksters.

While global economies might take a hit from high oil prices, that won’t do much to postpone the inevitable decline in global oil production. Hirsch calculates that even a decline of a few million barrels per day in world oil consumption would result in a relatively small delay in the onset of world oil production decline.

Kurt Cobb observes it’s hard to imagine a future that is different from the recent past – for most people, perhaps an insuperable task. Even as conditions worsen, people will expect that if governments would just take the right steps, the world will return to the path of exponential economic growth. For a while longer, politicians – Democrat and Republican alike – will get elected promising to do just that. But wish though we might, those dreams are over. Little by little, we’ll have to begin to let go of the dreams we’ve grown up with, and to begin dreaming something altogether new.

Plateau in global oil production means declining travel on U.S., Oregon roads

October 6th, 2011 by Jim Just

Shell CEO Peter Voser is warning that over time oil supply and demand fundamentals are going to tighten significantly:

Oil output from fields in production declines by 5 per cent a year as reserves are depleted, so the world needed to add the equivalent of four Saudi Arabias or 10 North Seas over the next 10 years just to keep supply level, even before much of an increase in demand.

So how have we been doing at discovering new reserves? Not nearly good enough.

All the easy stuff has been found. We basically stopped finding conventional super-giant high production rate oil fields forty years ago.

Despite the best technology and soaring prices, each year the amount of new oil reserves discovered is a fraction of that found in the 1960s. Oil production flattened in 2004. In 2010 consumption exceeded production by over 5m barrels per day for the first year ever.

In the charts above, a large part of the difference between consumption and production is accounted for by such things as biofuels, oil made from coal and other non-conventional sources, which are not included in the production figures. The rest of the difference is from the running down of world oil stocks.

The questions now facing us are how long can global oil production be held on its plateau, and how fast will the subsequent decline be?

The stall in global oil production in the face of strong demand from less developed countries is having a profound consequence: while the Chindia  (China & India) region, and many other developing countries, have been able to increase their net oil imports, most developed oil importing countries, such as the U.S., are being forced, via price rationing, to take a declining share of a falling volume of Global Net Exports.

In the U.S., oil consumption has fallen by 10% since peaking in 2005. Less oil consumption translates into fewer car sales . . .

. . . and less driving.

Vehicle miles traveled (VMT) in the U.S. plateaued in 2005 and have been trending down ever since.

Oregon is no exception to the national trend. Vehicle registrations in Oregon peaked in 2007 . . .

. . .  and were down to 3.23 million in 2010.

Gasoline consumption in Oregon and Washington has been on a plateau since 1999.

Sightline reports VMT in Oregon and Washington have been on a gently declining plateau since 2002.

The trend should now be clear, in Oregon as well as the nation as a whole. The times of ever-growing traffic on our roads are over for good. Instead, our future holds declining fuel consumption, declining number of cars and trucks, and declining vehicle miles traveled.

It’s time to start planning for that, rather than for continued growth.

U.S. roads seeing unprecedented slide in car, truck traffic

September 28th, 2011 by Jim Just

The Federal Highway Administration reports travel on all U.S. roads and streets was down 2.5% for July 2011 compared to July 2010. Cumulative travel for 2011 is down 1.2%.

Bill McBride at Calculated Risk observes the downward trend in VMT is unprecedented.

In the early ’80s, miles driven (rolling 12 months) stayed below the previous peak for 39 months.

Currently miles driven has been below the previous peak for 44 months – so this is a new record for longest period below the previous peak – and still counting!

Gas prices are down from highs reached in spring this year, but are still significantly higher than a year ago – as seen in this chart made available by GasBuddy.


Crude oil prices have declined from highs reached earlier this year, but are still high enough to stifle economic growth (Bloomberg: as of 99/27/2011, WTI was trading at $84.45, Brent at $108.95). Gasoline prices appear to have room to decline, too. Crude oil accounts for about 55% of the price of gasoline. The chart shows WTI prices; however, gasoline prices in the U.S. are impacted more by Brent prices. While WTI briefly exceeded $112/barrel in AprilBrent briefly broke above $127/barrel. WTI has become disconnected from global markets and the WTI/Brent spread has exploded, as seen in this chart from Bloomberg.

The American Trucking Association reports truck tonnage is down, too.

The American Trucking Associations’ advance seasonally adjusted (SA) For-Hire Truck Tonnage Index declined 0.2% in August after falling a revised 0.8% in July 2011. July’s decrease was less than the 1.3% ATA reported on August 23, 2011.  The latest drop put the SA index at 114.4 (2000=100) in August, down from the July level of 114.6.

This chart posted at Calculated Risk shows that freight tonnage has been on a downtrend since peaking in early 2005.

ATA Chief Economist Bob Costello observes while freight tonnage is down, carriers handling as much freight as they can – because trucking industry capacity has fallen.

“In part, this is due to less industry supply.  The number of trucks operated by the truckload industry is still down about 12% from the height in late 2006, yet tonnage levels are about the same as in late 2006. Additionally, most carriers are finding it very difficult to hire new truck drivers, which mean they can’t add too many trucks.”

VMT in Oregon was down 2.1% in July 2011 from July 2010, and is now down 2.4% for the year.

What if the recent down trend in vehicle miles traveled is not a fluke, but rather the manifestation of a new reality brought about by peak oil and its resultant economic impacts? Oregon’s planning assumes continued growth. Travel demand forecasting is driven by population and employment forecasts, assuming a positive correlation (if not a causal relationship) between population and employment growth and growth in travel demand. If that assumption is no longer valid, we will be wasting billions of precious dollars on unneeded highway white elephants, such as the Columbia River Crossing (or, in Evan Manvel’s words, the extremely risky and costly CRC highway mega-project).

Oil prices remain high as global oil production reaches new highs

September 15th, 2011 by Jim Just

Global oil (all liquids) production appears to have exceeded levels reached in July 2008 and reached a new all-time high in 2011, according to both OPEC and the IEA.  This chart is posted at Early Warning.

Despite record production and faltering western economies, oil prices remain stubbornly high. The global benchmark Brent crude is trading above $112 today (September 15); and WTI, which has seemingly become disconnected from global markets, is trading above $89. Again, Early Warning posts a revealing chart.

The IEA blames high crude prices on “fundamental market tightness”, reporting demand has been outpacing supply since the middle of 2010, leading to a depletion of stocks. Despite the drops in demand in western countries, global consumption continues to outpace supply.

Tom Whipple at the Falls Church News-Press observes we are seeing  “a three way race among OECD demand, which is large but falling by roughly 3-4 percent from last year; the non-OECD world where demand is rising at a rate of about 4 percent over last year; and global production which for now is rising slowly[.]”

If demand growth continues at its present or even somewhat reduced pace, demand should be pushing up against 92 million b/d by the end of next year. The world will soon see whether it’s possible to push global production to that level.

Regardless, the economic consequences of pushing up against the limits of global oil production are not going to be pretty, as we are already seeing. Ronald White at the L.A. Times reports U.S. motorists are on pace to spend $491 billion for gasoline this year, the most ever. Drivers have shelled out more for fuel this year than in 2008 because prices rose faster this time and have stayed high longer. The 2008 average U.S. price was about $3.25 a gallon. This year, the average price has been about $3.66 a gallon. Fuel prices have remained high despite weak demand: Energy Department statistics show that gasoline demand in the U.S. is running 157,000 barrels a day below 2010 levels.

High fuel prices are resulting in less driving. In 2011, cumulative travel on U.S. roads is down from 2010. Truck traffic – an indicator of economic activity -  is down, too. Truck traffic never recovered from the recessionary levels of 2008, as seen in this chart showing real-time diesel fuel consumption, posted at Calculated Risk.

In the U.S., people are not only driving less – they’re buying fewer cars. When the 2008 recession hit, sales of new cars crashed as people hung on to their old cars in an unprecedented fashion.

The fleet turnover rate remains at historically high levels, while new car sales remain in the doldrums.

Goldman Sachs is forecasting Brent crude oil to reach $120 a barrel by the end of 2011, $130 in 12 months, and $140 by the end of 2012. If oil prices continue to rise, hopes for any economic recovery are doomed to disappointment, regardless of any stimulus, regulatory relaxation, or unleashing of the so-called “job creators”.

Tom Bowerman recently sent me this chart showing that real gas prices are now back where they were at the beginning of the oil age.

Cheap oil made the oil age possible. It’s looking like high gas prices will prove to be the bookends of the oil age.

U.S. car sales: back to the ’60s

September 8th, 2011 by Jim Just

Light vehicle sales were at a 12.12 million SAAR in August, up 5.3% from August 2010 and down <1% from the July 2011 sales rate of 12.2 million.

The above chart, posted by Bill McBride at Calculated Risk, shows car sales poking along at levels typical of three, four, even five decades ago, and last seen two decades ago. In 1991, the population of the U.S. was 50+ million less than it is today – and there were 35 million fewer licensed drivers, as seen by comparing statistics here and here.

Globally, 35 million new vehicles were registered last year. So even with the collapse in U.S. auto sales, the U.S. still accounts for over a third of the global market. And with 240,000,000 light vehicles on the road, the U.S. maintains almost one-quarter of the global light vehicle fleet. Tom Whipple at the Falls Church News-Press points out that in the U.S there is now a motor vehicle for every 1.3 people and at least one for every licensed driver. But in an era of little or no economic growth, limited employment opportunities and rising energy costs, it is highly unlikely that there will be anything approaching 240 million registered vehicles in the U.S. 25 years from now.

Last month, Wards Auto published a story pointing out that the world’s motor vehicle count for the first time exceeded one billion – which explains why global oil prices remain extraordinarily high even while economies continue to struggle. Brent crude is trading at almost $116/barrel ($115.80 as of 9/7/2011), and is trading at a near record premium of $25.70 to WTI crude at ~$90/barrel ($90.10 as of 9/7/2011).

English translation of German military peak oil study now available

September 1st, 2011 by Jim Just

Last November the German Bundeswehr published an extraordinary study of the implications of peak oil. An English version of that study – titled Peak Oil: security policy implications of scarce resources – has now been made available, and is posted at Energy Bulletin. The peak oil study is Sub-study I of a two-part study entitled “Armed Forces, Capabilities and Technologies in the 21st Century – Environmental Dimensions of Security”, undertaken by the Bundeswehr Future Analysis Branch addressing the subject of finite resources and their potential security policy implications. The second part of the study will deal with climate change and demography.

The Study begins by accepting the reality that peak oil is upon us . . .

The term “peak oil” stands for the maximum rate of oil production and refers to the point in time at which the rate of a single oil field, of an oil-producing region, or globally reaches its absolute peak. * * * From peak oil, however, this level will irreversibly decline in the long term. Generally speaking, oil will therefore continue to be available and recoverable beyond the 30-year timeframe chosen in this study, albeit in quantities that are possibly too small to fully satisfy global demands and at considerably higher prices.

. . . without quibbling about the exact point in time at which the peak occurs:

The precise global peak oil date is controversial and can only be determined with certainty in retrospect.

The study states the reality that every nation in the world has a vital interest in securing energy supplies. While the world’s leaders may not be talking about peak oil to their publics, that doesn’t mean ruling elites are not fretting and plotting behind the scenes.

It can therefore be stated that against the backdrop of the ever-decreasing availability of fossil fuels, the challenge of ensuring long-term energy supply is reflected in national strategies worldwide, leaving no doubt as to the vital importance attached to this issue. In this context, the fact that energy supply aspects occupy an increasingly important place in the national security strategy documents of various countries is an indication of the increasing securitisation of this area * * * is likely to have consequences on the nature of future energy relations.

It’s impossibly to foresee what the impacts of declining oil supplies will have on our lives. What’s certain is that oil-importing countries will, with increasing desperation, be scrambling to secure their share of ever-diminishing supplies:

Ultimately, it is hardly possible to calculate from today’s perspective how suppliers and consumers will respond to global peak oil. Against this backdrop, the continuous assessment of diversification opportunities seems equally necessary and difficult, particularly with regard to the ousting or competition effects with other oil-importing countries that such efforts would bring about in the face of declining production rates.

If peak oil unfolds in a “moderate” form, global business could proceed more or less as usual, only with producer countries gaining power and influence at the expense of importer countries. There would simply be a re-balancing of the global balance of power. But there’s a darker possibility, where the world devolves into political and economic chaos:

[A]peak oil scenario in which a so-called “tipping point” is exceeded where linear developments become chaotic and finally result in a worst-case scenario in terms of security policy. For example, if the global economy shrinks for an indeterminate period of time, a chain reaction that might destabilise the global economic system is imaginable. Depending on point in time and the level of dependence of the affected society, such a peak-oil-induced, economic tipping point might have such severe systemic implications that only a few general statements as to economic, political, and social developments beyond the tipping point can be made. This will clearly change the analytical framework for all other security policy conclusions. Because of the widely unexplored “tipping point” phenomenon, it is impossible to conduct a comprehensive analysis of possible effects of such a trigger element. Rather, this study is designed to raise awareness of a possible nonlinear economic development due to peak oil and of the related risk of a severe system crisis.

Over time, obtaining oil will become more of a political rather than an economic endeavor, as governments seek to gain or retain control over a scarce and diminishing resource.

The study warns that in the short term, the global economy would respond proportionally to the decline in oil supply. The consequences laid out in the study read like today’s headlines. Increasing oil prices would reduce consumption and economic output, leading to recessions. The increase in transportation costs would cause the prices of all traded goods to rise, lowering trade volumes. For the unfortunate, this means losing income; for the even less fortunate, starvation. National budgets would be under extreme pressure, as revenues plummet as a result of recession and taxes are slashed in an attempt to restart the growth machine.

The study then gets downright apocalyptic: in the medium term, the global economic system and all market-oriented economies would collapse.

What does all of this mean for Germany and German foreign policy? After the global conflagration that was World War II, the rest of the world should be very interested in German thinking.

The study urges Germany to accelerate the transition to unspecified “renewable energies and raw materials” – without inquiry into whether such energies or raw materials actually exist or could serve to supplant oil and the other building blocks of industrial civilization. In the interim, Germany should continue to rely on its traditional energy mainstays: Britain,  Norway – and, above all, Russia:

[T]he relationship with Russia is above all essential for Germany’s oil and gas supply alignment. Furthermore, it must be determined to what extent energy partnerships can be established and supply relationships can be developed and consolidated with countries of the Caspian region, the Middle East and Northern Africa.

Germany should seek to diversify its sources of energy, with particular attention to the “strategic ellipse” which contains the bulk of the globe’s remaining energy resources.

The map – which shows up early in the study, as shown by its label “Figure 1? – ominously recalls the theaters of the Second World War, where German strategy was to seize control of the oil fields of the Caucasus and the Middle East. Germans are still sensitive to their peculiar moral dilemma:

In light of global peak oil and efforts to establish strong, reliable relationships with oil-producing countries, value-based concepts of foreign, security and development policy may increasingly become subject to pressure to conform to more pragmatic rival models, like those already pursued by China and India.

A security policy more strongly focused on (economic) self-interest would be subject to special restrictions in Germany and, as evidenced by the discussions surrounding Bundeswehr operations abroad and Horst Köhler’s resignation as Germany’s Federal President, to extensive debate in politics and society. Especially in the Middle East and North Africa, Germany struggles to define its interests, which involve an element of power politics that has strong negative connotations in Germany and is irreconcilable with recent German history. Particularly in these regions, which are most important for future global energy security, Germany is thus mindful to emphasis ethical values as an important motivation.

As push comes to shove, it is realistic to expect that Germany will not reassert its national interest, even if that might be within a greater European context? And the struggle between ethical values and self-interest is not uniquely German. As peak oil begins to bite hard, that same struggle will be played out everywhere, in every nation, even within nations, around the globe.

VTM in U.S., Oregon down; global vehicle registrations top one billion

August 26th, 2011 by Jim Just

The Federal Highway Administration reports travel on all roads and streets was down 1.4% for June 2011 as compared with June 2010. Cumulative Travel for 2011 was down 1.1%.

Bill McBride at Calculated Risk observes the dip in U.S. vehicle miles traveled (VMT) is unprecedented:

In the early ’80s, miles driven (rolling 12 months) stayed below the previous peak for 39 months. Currently miles driven has been below the previous peak for 43 months – so this is a new record for longest period below the previous peak – and still counting!

VMT in Oregon was off 1.4% from June 2010, and is now off 2.3% for the year. The drop in driving is continuing into August: the New York Times reports the four-week moving average in gasoline consumption is down 3.8 percent from last year.

While light vehicle sales in the U.S. almost surely have seen their peak, and VMT may have seen its peak, that’s not true for the globe as a whole. The auto trade journal Ward’s reports the number of cars and trucks on roads around the world has for the first time exceeded one billion, as global registrations jumped from 980 million units in 2009 to 1.015 billion in 2010. Registrations in China exploded in 2010 by 27.5% to more than 78 million vehicles. China now has the world’s second-largest vehicle population (after the U.S., with 239.8 million units), pushing it ahead of Japan, with 73.9 million units, for the first time. India’s vehicle population underwent the second-largest growth rate, up 8.9% to 20.8 million units. Brazil experienced the second largest volume increase after China, with 2.5 million additional vehicle registrations in 2010.

While the market in the world’s developed countries is pretty saturated, that’s not true in the world as a whole. In the U.S., the vehicle-to-person ratio was 1:1.3 among a population of almost 310 million. Italy was second with 1:1.45. France, Japan, and the U.K. followed, all of which fell in the 1:1.7 range. In China, the ratio was 1:17.2 among the country’s more than 1.3 billion people. India, the world’s second most-populous nation with 1.17 billion people, saw a ratio of 1:56.3.

With growing demand from non-OECD countries, it should not be surprising that global oil prices remain stubbornly high. As Stuart Staniford has pointed out at Early Warning, peak oil is not synchronous: the peak in oil consumption arrives earlier in some countries than in others. In the U.S., the peak oil consumption is clearly in our rear view mirror.

In many non-OECD countries, oil consumption is still growing, while global crude production has peaked and all-liquids production is struggling. The consequence: falling demand in OECD countries no longer suffices to bring global oil prices down to a point where economic activity can return to normal. Rather, the reality of multiple, endemic economic crises erupting and festering around the globe has become the new norm.

Faltering global oil supplies hobbling economies, impacting food prices

August 18th, 2011 by Jim Just

In the post-WW II era, economic growth has been closely correlated with growth in global oil production.

When oil prices rise, recession often follows. That’s what happened in 2008, according to economist James Hamilton of the University of California San Diego in his paper titled “Causes and Consequences of the Oil Shock of 2007–08”.

The U.S economy remains in the doldrums. The European and Japanese economies aren’t any better. In the face of continuing economic weakness in the developed countries oil prices stubbornly are remaining at historically high levels.  Brent crude, which now is the global benchmark, has remained over $110/barrel for months; WTI prices have only recently fallen below $90/barrel.

Why are oil prices remaining high? Demand in the developed countries has been falling . . .

. . . but demand in the world’s poorer countries has been increasing, and more than enough to offset the drop in demand in rich countries . . .

. . . while global oil supplies are remaining about the same, as seen in this graph posted by Gail the Actuary (Gail Tverberg) at Our Finite World.

Biofuels are making up an increasing share of total global liquids production, as seen in this graph posted by Stuart Staniford at Early Warning.

Staniford notes we were up to just shy of 2% of global fuel being biofuels in 2009 and probably crossed that in 2010.

One consequence of diverting agricultural production to biofuels is soaring food prices.

High food prices have tragic consequences. Shortages and near-historic prices for staples such as corn, wheat and sugar have magnified the impact of the drought now ravaging the Horn of Africa, according to a new report by the World Bank. The report calls out production of biofuels – specifically America’s production of corn ethanol – as contributing to rising food prices.

The lack of economic growth is ultimately responsible for the debt crises confronting the U.S. and Europe.  As Gail Tverberg points out at Our Finite World, paying off debt is easy in a growing economy – the increase in wealth makes it possible. But in a shrinking economy, or even a level economy, the reverse is true.

The loan plus interest takes a larger and larger chunk out of the borrower’s declining income stream, leaving the borrower with less money left over to pay for the necessities of life. Before long, debt becomes more difficult or even crushing to repay, leaving default as the only option.

Global warming and climate weirding aside, we find ourselves in quite a predicament.

Transportation, employment statistics consistent with peak oil

August 12th, 2011 by Jim Just

One of the predictions of peak oil theory is that as the peak in global oil production rates is approached, economic activity will begin to stumble and eventually decline. Peak oil means the era of economic growth is over and a new era of economic contraction begins. Global oil production reached a plateau in 2004, and has been bouncing around that level ever since. It should not be surprising that the level of economic activity has been bouncing around too, unable to sustain the path of robust growth that we have become accustomed to view as normal.

One indicator of economic activity is transportation. A recent post here noted travel on all U.S. roads and streets was down 1.9% compared with May 2010. VMT has been below the 2008 peak for 42 months. That’s a new record for longest period below the previous peak, and we’re still counting. The 2008 peak in VMT may never again be breached.

Rail freight traffic is down, too. Carload traffic peaked in 2008, and intermodal traffic (using intermodal or shipping containers) in 2006 – as seen in these graphs posted by Bill McBride at Calculated Risk.

Another indicator of economic activity is employment. As this chart posted by Mish Shedlock shows, employment peaked in the U.S. in 2008.

Employment today is not only substantially below the 2008 peak- it’s lower than it was 10 years ago.

The participation rate as well as the absolute number of people employed in the U.S. economy peaked ten years ago, as seen in this chart posted by Calculated Risk.

People are dropping out of the economy. A record number of people are now participating in the economy only on a part-time basis, as seen in this chart posted at Calculated Risk:

Many are dropping out of the economy completely. Were it not for people dropping out of the labor force for the past two years, the unemployment rate would be well over 11%, instead of the 9.1% recently reported by the Bureau of Labor Statistics (BLS).

If you start counting all the people who want a job but have given up, all the people with part-time jobs who want a full-time job, all the people who have been dropped off the unemployment rolls because their unemployment benefits ran out, you get a more accurate  picture of what the real unemployment rate is. That number – the U-6 number- is seen in in the last row of this chart posted by Mish Shedlock: 16.1%.

Much of the economic growth seen in the U.S. over the last fifty years was a function of more and more people leaving the household economy to participate in the formal economy, where their efforts are measured (and taxed). The last decade demonstrates how hard it is to maintain economic growth – and government revenues – as people are dropping out of the formal economy rather than entering it.

U.S. roads have seen peak vehicles

August 4th, 2011 by Jim Just

U.S. light vehicle sales were at a 12.23 million SAAR (seasonally adjusted annual rate) in July, according to an estimate from Autodata Corp. – up 6.1% from July 2010, and up 6.2% from the June 2011 sales rate.

The July sales rate trails the 12.5 million pace set in the first half of 2011. U.S. passenger vehicle sales totaled ~11.5 million in 2010 – the second-worst year in almost three decades. Sales in 2009 totaled ~10.4 million.

U.S. light vehicle sales remain at levels last seen about 20 years ago, as seen in this chart posted at Calculated Risk.

In 1991, the population of the U.S. was 50+ million less than it is today – and there were 35 million fewer licensed drivers, as seen by comparing statistics here and here.

Experian Automotive reports that the number of new cars and light trucks on U.S. roads in the last half of 2010 was about equal to the number of older cars disappearing, as the number of light vehicles scrapped (~5.7 million) – equaled the number of new vehicle registrations (also ~5.7 million). In the fourth quarter of 2010, the annual scrappage rate was 5.3 percent for cars and 3.5 percent for light trucks. There are about 137,080,000 cars and about 101,235,000 light trucks registered in the U.S. (BTS data as of 2008 – the most recent data available). So 7,265,240 cars and 3,543,225 light trucks are now being scrapped each year, for a total of 10,808,465 vehicles – which yields an overall scrappage rate of 4.5%. (Note: Experian Automotive estimates that as of the end of 2010 there were ~239,812,000 cars, trucks and crossovers in use in the United States -or 1,497,000 more than the BTS estimate of 238,315,000 for 2008).

Experian Automotive notes that Q4 scrappage rates in Q4 2010 were substantially higher than Q3 rates – the scrappage rate for cars was up 28.3%, and the scrappage rate for light trucks more than doubled, up 58.2%. The scrappage rate in the U.S. is volatile and has been trending down over the last 40 years – but 4.5% is abnormally low and is unlikely to be sustained for long.

At the rate of 6.1% which has been the average over recent years, about 14.5 million vehicles would be disappearing from U.S. roads each year.

The U.S. will never see auto sales return to the average annual sales of 16.8 million vehicles seen in the period 2000 – 2007. High unemployment means that fewer people are in a position to buy a new car. And, as Tom Whipple points out at Falls Church News Press, high fuel prices – a symptom of peak oil – are sucking hundreds of billions of dollars out of peoples’ pockets, and the life out of our economy.

Washington DOT figures show declining traffic over Columbia River crossings

July 29th, 2011 by Jim Just

A recent post observed that vehicle miles traveled (VMT), both nationally and in Oregon, are trending down rather than up. The 2008 peak in VMT nationally has yet to be regained. The question was begging to be asked: if VMT is going down rather than up, is the Columbia River Crossing really needed? And since its financing rests on projections of robust traffic increases over the coming decades, are proponents’ financing plans pie in the sky, or will this project rather prove to be an albatross around taxpayers’ necks?

Unfortunately, the Federal Highway Administration does not contain information specific to either the I-5 crossing or the 205 crossing. Clark Williams-Derry in a post at Sightline Daily notes that the Washington Department of Transportation’s latest Annual Traffic Report does contains information specific to the two crossings.

First, it’s important to point out that the report shows that annual VMT on Washington roads reached a peak in 2007 that has not been regained. And traffic has barely grown over the last decade: VMT in 2010 was a miniscule 0.44% above that in 2000. [See p. 48 of the report.]

Williams-Derry posts this chart showing traffic volume on the two existing Columbia River bridges over the past decade . . .

and observes:

Since the new millennium, though, annual traffic growth has averaged about 0.5 percent.   Even if you exclude the declines in 2008, traffic grew at only about 1 percent per year starting in 2000.That’s for the two highway bridges together.   If you look just at the I-5 span across the Columbia, traffic volumes in 2010 were just a hair above what they were in 1999.   That’s more than a decade with essentially no growth in traffic!!

Traffic volume over the two bridges is down a combined2.2% since the 2007 peak. Traffic volume over the I-5 crossing alone is down 3.1%. [See pp. 67, 161.]

In the face of stagnate traffic volume growth over the last decade and declining traffic volume over the last four years, how many billions are we willing to gamble – faced with peak oil, rising gasoline prices, and a faltering economy – that the recent trend will be reversed and the presumed need for additional road capacity will in fact materialize?

Washington DOT figures show declining traffic over Columbia River crossings

July 29th, 2011 by Jim Just

A recent post observed that vehicle miles traveled (VMT), both nationally and in Oregon, are trending down rather than up. The 2008 peak in VMT nationally has yet to be regained. The question was begging to be asked: if VMT is going down rather than up, is the Columbia River Crossing really needed? And since its financing rests on projections of robust traffic increases over the coming decades, are proponents’ financing plans pie in the sky, or will this project rather prove to be an albatross around taxpayers’ necks?

Unfortunately, the Federal Highway Administration does not contain information specific to either the I-5 crossing or the 205 crossing. Clark Williams-Derry in a post at Sightline Daily notes that the Washington Department of Transportation’s latest Annual Traffic Report does contains information specific to the two crossings.

First, it’s important to point out that the report shows that annual VMT on Washington roads reached a peak in 2007 that has not been regained. And traffic has barely grown over the last decade: VMT in 2010 was a miniscule 0.44% above that in 2000. [See p. 48 of the report.]

Williams-Derry posts this chart showing traffic volume on the two existing Columbia River bridges over the past decade . . .

and observes:

Since the new millennium, though, annual traffic growth has averaged about 0.5 percent.   Even if you exclude the declines in 2008, traffic grew at only about 1 percent per year starting in 2000.That’s for the two highway bridges together.   If you look just at the I-5 span across the Columbia, traffic volumes in 2010 were just a hair above what they were in 1999.   That’s more than a decade with essentially no growth in traffic!!

Traffic volume over the two bridges is down a combined2.2% since the 2007 peak. Traffic volume over the I-5 crossing alone is down 3.1%. [See pp. 67, 161.]

In the face of stagnate traffic volume growth over the last decade and declining traffic volume over the last four years, how many billions are we willing to gamble – faced with peak oil, rising gasoline prices, and a faltering economy – that the recent trend will be reversed and the presumed need for additional road capacity will in fact materialize?

Peak VMT in the rear view mirror?

July 24th, 2011 by Jim Just

The Federal Highway Administration reports travel on all roads and streets was down 1.9% compared with May 2010. Cumulative travel for 2011 is now down 1.0% compared with 2010.

Bill McBride at Calculated Risk posts this chart showing VMT (rolling 12-month average) since 1971.

McBride notes that in the early ’80s, VMT (rolling 12 months) stayed below the previous peak for 39 months. Currently, VMT has been below the previous peak for 42 months – a new record for longest period below the previous peak – and still counting. Hold in your mind for a moment the possibility that the 2008 peak in VMT might never again be reached.

In Oregon, VMT in May was off 2.4% from May 2010. Cumulative VMT for 2011 is now down 2.5% from 2010.

It’s not just total VMT that seem to have peaked. Truck tonnage was down in May, too. Truck tonnage has yet to regain 2008 levels, much less retouching levels last seen in 2005.

Evan Manvel at Blue Oregon has been out in front hammering at the proposed Columbia River Crossing (CRC), arguing that the financing plan is pure fantasy:

While blowing through $130 million of taxpayer money, project managers have told themselves a story: roughly one-third of the nearly $4 billion cost would come from the federal government, one-third from the states, and one-third from tolling (the $4 billion estimate may well be another fantasy).

All three of these pots of money are highly suspect. U.S. House Transportation Chair John Mica is pushing to cut federal transportation funding by a third. Neither the Oregon nor the Washington legislature has contributed their share of the project, beset by maintenance costs and other projects, as well as having healthy skepticism about the CRC fantasy. And perhaps the weakest link — though admittedly the competition is fierce? Tolls. . . .

Let’s be clear: the tolling financing is a balloon payment, predicated on ever-increasing traffic and toll levels. Ever-increasing traffic at the projected levels is a falsehood. Ever-increasing tolling rates are a political nightmare.

It looks like the project’s pushers’ projections of ever-increasing traffic loads are already proving illusory. The need for this white elephant – for additional capacity to accommodate ever more commuters and ever more trucks – will never materialize. The money to finance it will never materialize, either.

Oil peaks as angels dance on pins

July 22nd, 2011 by Jim Just

A key investment firm in Saudi Arabia is projecting that Saudi production – which stood at around 9.4 million bpd in 2005 before diving to 8.2 million bpd in 2010 – will rebound to 9.3 million bpd in 2015, to around 10 million bpd in 2020, to 10.7 million bpd in 2025, and to a record high of 11.5 million bpd in 2030. Good news, right?

But wait a minute. The same report projects Saudi demand to grow as well, leaving less than ever for export. The report forecasts domestic use of crude – which averaged 2.4 million bpd in 2010, up from 1.9 million bpd in 2007 and 1.6 million bpd in 2003 – to swell to 3.1 million bpd in 2015, to 3.9 million bpd in 2020, to 5.1 million bpd in 2025 and 6.5 million bpd in 2030.

Oil exports fell from about 7.5 million bpd in 2005 to 5.8 million bpd in 2010. Exports are projected to dip from current levels to six million bpd in 2015, to 5.6 million bpd in 2020, and to as low as 4.9 million bpd in 2030.

Earlier this month, the OPEC Monthly Oil Market Report (MOMR) reports that Saudi production rate exceeded 9.4 million bpd. In late 2004, Saudi Arabia reached a plateau of 9.5 million bpd, but then production fell right at the end of 2004. Production slowly recovered to 9.5 million bpd in summer 2008 – at which point, as the global financial crisis hit, demand fell and production was sharply reduced. Stuart Staniford suspects Saudi Arabia’s sustainable capacity has eroded from ~9.5 million bpd in 2008 to ~8.8 milli0n bpd today.

But who knows for sure? Staniford points out that historically the Saudis have never maintained this level of production for very long, never mind gone beyond it.

The International Energy Agency (IEA) in its most recent report (Energy Outlook 2010, published last November) projected Saudi production would increase by 5 million bpd to 14.6 million bpd by 2035.  Even Saudis are calling out the IEA’s numbers as nothing more than wishful thinking.

Even if we accept the optimistic view that Saudi Arabia will in fact increase production by 2 mbd more than they’ve ever been able to do before, the bad news is this: less will be available for oil consuming countries, including the U.S.

For the U.S., peak oil is here. Peak VMT is here. Peak economy is here: “recovery” remains elusive, as oil prices remain extraordinarily high (~$100 WTI, ~$118 Brent) despite faltering demand in the developed nations.

In Washington, the big debate is what policies need to be followed to get us out of the doldrums and back on the road to economic growth. The right asserts all we have to do is get government out of the way, pare taxes and government expenditures to the bone, shovel money in the hands of the masters of the universe who are the “job creators”, and the so-called “free market” will do the rest. The more that experience proves this a fantasy – witness the last three decades of declining real income except for the very rich, real unemployment/underemployment (U6) stubbornly stuck at ~16%, and the most extreme disparity in wealth since the ’20s; coupled with a devastated ecosystem, most catastrophically embodied in climate change, that promises to destroy civilization itself, for rich and poor alike – the more desperately the right clings to its dogma.  The left argues that a healthy dose of fiscal stimulus will get the economy going again – like it did for St. Roosevelt back in the ’30s – and that the resulting robust economic growth will raise all boats while filling government coffers, making it possible to resume robust economic growth and pay back the debt incurred. Believing this requires ignoring the fact that the U.S. is no longer the virgin nation it once was, rich in promise and untapped resources. The land is now raped and pillaged, too exhausted and too bitter to respond to caress or cajoling.

In Europe, reality is just as studiously ignored: the huge debts that have been run up by financiers in quest of speculative returns require renewed, robust economic growth if they are to be repaid. The required economic growth will never be forthcoming. Piling new debt onto old will just make the crash bigger when it comes.

The debate amongst economists and politicians in Washington and Europe is like a debate amongst scholastics: how many angels can dance on the head of a pin? St. Thomas at last had an epiphany, that all was so much straw. We should be so lucky.

Peak Economy

July 17th, 2011 by Jim Just

One of the predictions of peak oil theory is that peak oil would manifest itself in economic dislocation as the peak in global oil production approaches, because economic growth is dependent on ever-increasing supplies of energy. As energy becomes more scarce and more expensive, maintaining economic growth becomes more and more difficult until finally the economic edifice faces crisis and even collapse as its financial underpinnings become unstable.

Stuart Staniford at Early Warning points out that peak oil is not synchronous: the peak in oil consumption arrives earlier in some countries than in others. In the U.S., the peak oil consumption is clearly in our rear view mirror.

US consumption peaked in 2005. The major countries of western Europe peaked earlier, Italy in 1995, followed by France and Germany. Japan peaked right after Italy.

While oil consumption in most wealthy countries may be peaking, oil consumption is still growing in other countries – especially China and other countries in Asia and the Middle East. Norway and Australia are the exceptions.

The countries in which oil consumption is still increasing account for a little over a third of global consumption. As their oil consumption grows and global oil production fails to keep up, somebody must get by with less.

It should not be surprising to find the peak in oil consumption in the U.S. to be accompanied by a peak in vehicle miles traveled (VMT). VMT in the U.S. appears to have peaked in 2008.

With fewer miles being driven, it follows there should also be lessening demand for cars. Light vehicle sales in the U.S. almost certainly peaked in 2001, and the number of light vehicles on U.S. roads in 2008 when the number of vehicles sold fell below the scrappage rate. The light vehicle sales rate has remained below the scrappage rate ever since.

Could it also be that the U.S. has seen peak employment? As seen in this chart posted at Calculated Risk, the employment/population ratio and the labor force participation rate both appear to have peaked around 2001.

As Sharon Astyk points out, much of what has passed for “economic growth” over the last decades has simply been moving work from the household economy to the formal economy, where it can be measured (and taxed). That displacement of the household economy by the formal economy is a major reason why the participation rate rose over the last 50 years. That movement from the home to the workplace now appears to be reversing.

Even more startling than the decline in participation rates, the absolute number of people employed in the U.S. may have seen its peak – around 2007-2008, as seen in this chart posted by Charles Hugh Smith at Of Two Minds.

The formal economy is dependent on factors beyond the control of economists or politicians, and those factors have now begun to predominate as physical limits to growth have been reached or exceeded. As in times past when the formal economy has failed, people will increasingly abandon the pursuit of wealth and growth as the informal economy – household labor, barter and “black market” exchanges between friends and neighbors, volunteer work, reliance on family and even crime – takes up the slack and become a bigger and bigger part of our everyday lives.

The U.S. may never see a “recovery” from this period of economic crisis. Pity the poor politician who has to break the news to the American people that the party’s over.

Update on EIA data

May 27th, 2011 by Jim Just

A previous post (Oil supply constraints impacting housing, land use patterns) discussed a post by Sam Foucher at the Oil Drum (The JODI-EIA Divergence) examining data sources for global oil production figures. In that post Foucher observed that the U.S. Energy Information Administration relied on others for its data, implying that the accuracy and reliability of that data might be less than ideal:

The EIA does not collect international production data but apparently pays IHS for the data (at least until the recent budget cuts).

I asked the EIA to comment on Foucher’s observation.  Here’s the response I received from Patricia Smith of the EIA’s International Energy Analysis Team:

Thank you for your interest in the U.S. Energy Information Administration. I have checked with all of the staff involved in putting together our world oil production data series.

The statement “The EIA does not collect international production data but apparently pays IHS for the data (at least until the recent budget cuts).” is not necessarily 100 percent accurate.

It’s true, we don’t “collect” international data from any type of survey or similar tool.  Years ago, there was a program through the State Department, that sent out forms to the U.S. Embassy Posts in a number of countries to collect various mineral and energy data.  That program ceased because of staff shortages, and of course budget cuts.

Actually, we use a variety of sources in compiling our data series including,  IEA, Woodmac, Energy Intelligence (until recently), BP, company contacts, national sources, trade data, and industry reports (Platt’s, MEES, Reuters, Dow Jones, etc.).

In previous years, we did use IHS for a handful of countries with smaller levels of production (Cuba, Belize, etc.).

I hope this is helpful.

Evaluating the accuracy and reliability of EIA’s data series would thus require a thorough evaluation of each of the data sources EIA relies on, plus an evaluation of how EIA uses its data sources in arriving at its reported figures. No small task.

One thing is crystal clear: the recently-announced cuts in the EIA budget will mean EIA data will be less reliable and more open to question in the future.

Oil supply constraints impacting housing, land use patterns

May 25th, 2011 by Jim Just

Despite continuing global economic weakness, crude oil prices continue to bounce around within the $112-115 range (Brent) and around the $100 level (WTI). Crude remains down a bit from highs reached a few weeks ago, as for the moment the slowdown in global growth is masking the inability of oil producers to boost the global supply of crude oil.

The latest EIA data show new global production records for both crude and all liquids. Sam Foucher asks at The Oil Drum, how much faith can we put in EIA data? Foucher points to another data source – the public database JODI – which shows production significantly lower than the EIA, and notes the way the production data are collected vastly differ between the EIA and JODI.

Jodi is a voluntary activity. Participating countries complete a standard data table (see table on page 2) every month for the two most recent months (M-1 and M-2) and submit it to the Jodi partner organisation(s) of which it is a member. The respective organisation compiles the data and forwards it to the IEF Secretariat which is responsible for the JodiOil World Database.

Foucher shows that, using JODI data where available and EIA data where JODI data are not available, the earlier record highs in both crude and all liquids production still stand.

Foucher asserts the EIA does not itself collect international production data, but rather pays a private company (IHS) for the data. I could not find a discussion of data sources on the EIA website, and am awaiting a response to an inquiry about their sources.

Global oil production data are less than perfect or certain. Jodi data are incomplete and, where available, self-reported. EIA data appear to be from a black box. Both should be taken with a pinch of salt. It’s a shame that Peakoil Nederland is no longer publishing Oilwatch Monthly – July 2010 seems to have been the last issue. A valuable service Oilwatch Monthly provided was to track the enegy content of liquid fuels produced, as volume of liquids is not the same as useful energy. For example, conversion to BTUs shows that actual available energy worldwide in January 2010 was 3.3% lower than liquids statistics counted in barrels would suggest. And nobody is tracking liquid fuels production in terms of net energy, accounting for the decrease in EROEI over time as the easy oil is depleted.

Regardless of whether the world is seeing new record highs of oil production, high oil prices are already prompting people to make big changes in their lives. More than half of Americans say they have made changes to their lifestyle, according to a new Gallup poll. The most common adjustment: driving less.

The Federal Highway Administration reports that vehicle miles traveled (VMT) in March were down 1.4% compared to March 2010 – and VMT for the year are now down 0.1% from last year. VMT in Oregon were down 4.1% from a year ago. So far, the decline is not as severe as in 2008. But as seen in this chart posted at Calculated Risk, the decline began at a lower level.

Calculated Risk also reports truck tonnage fell 0.7 Percent in April – and has not shown any overall growth in over seven years.

A new survey of real-estate professionals suggests driving less is causing Americans to rethink where they’re living, about shorter driving distances and being closer to shops and services.

The migration to the suburbs has stumbled as fuel prices soar and as levels of unemployment in suburbs remain about twice the level of unemployed in cities. New home sales overall have collapsed and remain at record lows. The Census Bureau reports 32 thousand new homes were sold (not seasonally adjusted) in April 2011, tying the record low for the month of April.

The Census Bureau breaks out sales data by region (Northeast, Midwest, South, and West), not by state – so from the data, we can’t tell what’s going on in Oregon. But in the West as a whole, April new home sales have fallen from an average of over 20,000 units a year in the 20-year period 1991-2010 to 8,000 units a year. New home sales are only 40% that of the 20-year average, and only 24% of the 33,000 units in the peak years 2004 and 2005.

In Oregon, expansions of urban growth boundaries are based on historical trends. Currently around the state, a flurry of requests for expansions are being considered. There’s just about zero current need for additional new homes, and future housing needs will not reflect past needs in number of units,or in size, type, or location. Expanding urban growth boundaries to accommodate desired growth will prove pushing on a string. It’s a good bet that most of the land to be newly slated for future growth will forever remain undeveloped.

Rising fuel prices starting to hurt

May 19th, 2011 by Jim Just

High prices at the pump are once again starting to hurt, if indeed the hurt caused by the 2008 spike has ever ceased.

As fuel prices take a bigger slice of people’s incomes, sales at retailers including Walmart, Home Depot,  and Lowe’s are taking a hit. The housing sector has been the biggest victim of high gas prices, as home prices continue to fall. Existing home sales are again lagging, as shown in this chart from Calculated Risk.

New home sales are seeing record lows.

Jim Kunstler call of suburbia as the biggest misallocation of resources in human history is proving prescient.

As prices at the pump rise, people are again beginning to drive less. The EIA reports that demand for oil products over the last 4 weeks is down by nearly 3 percent as compared to last year, and the recent rise in vehicle miles traveled (VMT) is beginning to falter. VMT remains well below the previous peak, as seen in this chart of the rolling 12-month VMT going back to 1971, posted at Calculated Risk.

In the early ’80s, miles driven (rolling 12 months) stayed below the previous peak for 39 months – a record that will soon be eclipsed.

High gas prices are depressing traffic on the Ohio Turnpike, which recently upped its top speed from 65 mph to 70 mph in April in an attempt to lure more traffic onto the highway. Less traffic, less income from tolls. a portion of the cost of the Columbia River Crossing is projected to be covered by user fees (i.e., tolls). That source of funds will prove fantasy if projected increases in vehicle traffic fail to materialize due to soaring gas prices, leaving taxpayers on the hook.

U.S. oil consumption drops along with number of cars on roads

May 7th, 2011 by Jim Just

Mish Shedlock at Mish’s Global Economic Trend Analysis has posted this chart that shows the U.S. has entered a new paradigm when it comes to oil consumption.

The days of growth in oil consumption are over for good. The implications have yet to work themselves out.

One implication is, the U.S will never again see auto sales reach past heights: auto sales peaked in 2005 at 17.4 million, but collapsed to 10.6 million in 2009.  In April, light vehicle sales were reported at 13.17 million SAAR (seasonally adjusted annual rate). U.S. light vehicle sales remain at levels last seen around 1993, as seen in this chart posted at Calculated Risk.

Back then, the population of the U.S. was 50+ million less than it is today – and there were 35 million fewer licensed drivers, as seen by comparing statistics here and here.

The number of cars and light trucks on U.S. roads is falling, as the number of light vehicles scrapped is substantially outnumbering new vehicle registrations. The overall scrappage rate in the U.S. is about 6.1%. There are about  238,000,000 passenger vehicles in the U.S. (BTS data as of 2008 – the most recent data available – not counting motorcycles or trucks with more than four wheels). With a scrappage rate of 6.1%, about 14.5 million vehicles are being removed from U.S. roads each year.

Projections of ever-increasing traffic may turn out to be nothing more than fantasy as oil consumption is falling along with the number of vehicles. Fewer cars and less oil means the rationale for new roads and bridges is crumbling.

Troubling signs even as global oil production hits new high

April 26th, 2011 by Jim Just

The U.S. Energy Information Administration (EIA) reports global crude oil production reached a new all-time high in January 2011 of 75,283 million barrels per day (mbd), exceeding the July 2008 level of 74,670 mbd. “Crude oil” includes lease condensate – natural gas liquids recovered from gas wells.

Global “liquids” production – which in addition to crude oil + condensates includes natural gas plant liquids (propane, butanes and C5+ (which is the commonly used term for pentanes plus higher molecular weight hydrocarbons) and other liquids including biofuels – also reached a new all-time high of 85,998 mbd, eclipsing the July 2008 high of 84,510 mbd. Add in refinery gains, and total oil production reached a new high of 88,217 mbd, eclipsing the July 2008 peak of 86,702 mbd. According to EIA data, global oil production has now exceeded July 2008 production levels every month since July 2010.

The International Energy Agency is also reporting world oil supply rose to an all-time high of 89 mbd in February, up 0.2 mbd from January.

Gail the Actuary at her blog Our Finite World has posted a chart showing global liquids production over the past decade.

World “Liquids” Production through January 2011, based on Energy Information Administration data.

OPEC estimates that both OPEC and world oil supply fell in February and March, as Libya’s production fell by 1.2 mbd and other producers failed to take up the slack.What happened to Saudi Arabia and its presumed spare capacity?

Saudi Arabia promised to raise oil output above 9 million barrels per day to make up for a near halt in Libyan exports – only it turned out that this production increase was not in response to events in Libya, but in fact had happened some months earlier. The Saudis claim to have now gone back to lower production levels because there’s a glut of oil on the market. A Bloomberg article quotes Saudi Oil Minister Ali Al-Naimi:

Our production in February was 9,125,100 barrels a day. In March, it was 8,292,100 barrels. It will probably go a little higher in April. The reason I mention these numbers is to show you the market is oversupplied.

Oil is bouncing around $124/barrel (Brent) and $112/barrel (WTI), prices that haven’t been seen since the 2008 spike, and Saudi Arabia is voluntarily cutting production and profits?

James Hamilton at Econbrowser points to evidence the Saudis may be having difficulty maintaining production levels:

It’s also interesting to evaluate these comments in light of the recent dramatic increase in Saudi drilling efforts, as described by Jim Brown on April 10:

We also heard just over a week ago from Halliburton that Saudi was upping its rig count from 92 to 118 with the majority of those new rigs going to the Manifa field. However, that news prompted even more concerns because the Manifa oil is heavy, sour crude. Why would you escalate production in heavy crude if the real problem facing the world right now is light sweet crude?

And, as if that weren’t curious enough, a few weeks ago Bloomberg reported that Saudi Arabia plans to invest $100 billion in renewable energy sources. Jim Brown again:

In theory the country with the largest readily available oil reserves in the world is suddenly considering spending $100 billion on alternative energy so they will have more oil to export. Does that strike anyone else as strange? Wouldn’t it be a lot cheaper to just punch a few more wells and produce more oil from the billions of barrels they have in reserve?

Stuart Staniford at Early Warning has charted Saudi production:

Staniford remarks:

Obviously, it’s strange that Saudi Arabia is cutting production at the same time that the world has lost Libyan output.

In a Saudi research paper published on the Arab Energy Club website last week, Majed Al Moneef, Saudi Arabia’s OPEC governor, is reported as saying Saudi Arabia expects its oil production to hold steady at an average 8.7 million b/d to 2015; in other words, during the next five years the kingdom’s crude oil production will not rise. After 2015, Saudi production is “anticipated” to increase 1.5% annually, reaching 10.8 million b/d by 2030. We’ll see.

Staniford notes that the previous maximum of Saudi production was 9.5mbd – and now Mr Al Moneef is saying that they won’t even achieve that over the next five years? Staniford draws the inescapable conclusion:

All of this evidence points in the direction of Saudi Arabia being unable to raise production much if at all in the near term.

James Hamilton points out it really doesn’t matter why Saudi production isn’t going up:

You may call it unable, or you may call it unwilling. But whatever you want to call it, don’t pretend that the Saudis’ claimed excess capacity is oil that the world is actually going to use in 2011.

And whatever you want to call it, don’t pretend that the current price of oil has nothing to do with supply and demand.

We’ve now had over two and a half years since the last oil price spike to begin to deal realistically with the end of the oil age. Now we’re seeing a new peak in production; it remains to be seen if prices also again climb to new highs. If a 2011 spike is again followed by an economic crash and tumbling oil prices, odds are slim that a crash will be followed by yet another, higher peaking event.