212 comments on World Oil Exports: A Comprehensive Projection
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There is probably something to be learnt about communication of finite oil concepts by how it is attacked there (they won't hold back).
So far I see appeals to 'cry wolf', appeals to alternative authorities, ideas that peak oil is all the trick of the oil companies, its all fud, its all too far away, future improved extraction techniques increasing reserves and new technology making oil obsolute. A winning argument therefore needs to nail each of these, preferably in a quick and succinct way.
Otherwise, TOD makes a winning argument everyday. Unless someone is willing to put the time in to understand the issues or, at least, they are open-minded, there is no way to persuade them. This is merely denial, which is common enough -- whether it is slashdot or Forbes.
But maybe we'll catch a few fish here, heh?
For the others, I always love it when people who don't know shit tell us we're wrong.
To my reading it is an issue of scalability, timelines and %age rates. The assumption is that time exists for handwaving technology solutions to match the threat of decline, and indeed overtake it so that dependence on imports can be reduced. It is difficult for people to get a handle on how much and how fast change would have to come, let alone something like EROEI.
In reality its less about the specifics of the particular technologies - more about levels and rates. Is there a pithy way of capturing how extensive and quick the expansion in a particular technology would need to be to address the problem? For tar sands its easy timelines and rates make it obvious its an also ran as far as solutions go.
Just how tractable is coal-to-liquid fuel in terms of mines, plant and cost? Can people be given a simple way to understand how much has to be done to make 1 mb of oil per day?
No.
Tell them that one barrel of crude = 25,000 hours of physical labor. One gallon of gasoline = 600 hours of back-breaking labor. Ask them to shovel dirt for 600 hours to 'discover & recover' one gallon for their vehicles: this will hammer home just how rare & precious FFs really are to detritovore existence.
Bob Shaw in Phx,Az Are Humans Smarter than Yeast?
- Electrify US freight railroads, at least the main lines. Add back double & triple tracks torn out in the 1960s, 70s, 80s.
- Put tolls on the Interstate Highways, like that good Republican Eisenhower wanted to.
The worse Peak Oil gets, the more freight ton-miles will flow on non-oil transportation (perhaps still local delivery via truck, but businesses will move onto or build rail spurs for the competitive advantage).Together, heavy trucks and railroads use ~2.5 million barrels/day of diesel. Cut that in half is quite doable. Cut by 3/4 or 80% over time.
Another easy to understand solution. Look at Washington DC Metro. See how much oil it saves (40+% commute by it in DC) and how DC area is beginning to cluster around it. Miami wants to build the same thing (90% of population within 3 miles of a station) bur it will take them 25 years. Build it within 5 years and two dozen more like it within ten years. Streetcars in a hundred US cities & towns, then two hundred.
Save several million more barrels/day.
Simple ?
Best Hopes,
alan
Simple ?
Maybe we could add a check box and line item to form 1040 for those who feel like they want to pay even more taxes. Me - I have had enough of them.
-PoP
God, I'd settle for an ethos of sufficiency rather than excess. Enjoying what you have rather gluttony. The good news (I think) is we are soo wasteful and gluttonous that if we just take was we need it would make a big difference without ever needing to get to sacrifice.
Of cource this doesn't apply to the poor countries which are already in states of deprivation.
I-70 through the mountains of Colorado is approaching gridlock even on non ski weekdays. Something has to give, but it does not seem feasible to expand the highway through the mountains. The economies of all those mountain towns, mostly built up since the introduction of the interstate, are completely dependent upon that highway. In this case, part of the solution has to be interstate specific. If the gas tax is to be relied upon, there is no particular disincentive to get out of your car if your destination is say, Vail, coming from Denver. Since long term solutions like rail won't be available for at least 20 years, wide scale bus transit must occur in order to prevent 24/7, 365 days per year gridlock. Just providing buses, even if subsidized, won't get the job done. Ergo, provide heavily subsidized buses, park and rides, and impose heavy tolls to get people out of their automobiles. There will still remain the problem of truck traffic which will have to wait for diversion to rail.
The purpose of road tolls is to tax congestion, that is to say the cost you put onto other people by jamming up the road, (and they put on you).
On the subject of overall taxation, UK gas prices are roughly twice American, the entire difference being tax.
So say our total tax is $4/gal, and yours is $1/gal.
The estimate is that gas taxes and car taxes are about 1/3rd the total cost to society of driving in the UK: cost of accidents, cost of air pollution (that's not including the cost of global warming).
DC has a population of around 600,000, while the surrounding area of what most people would consider a single region easily has over 2 million inhabitants (Fairfax County alone has more than 1 million inhabitants).
The lack of parking in DC over the years as the open spaces available for offices filled in meant that Metro became more practical. This process is perfectly seen in the L'Enfant Plaza complex, which I sort of grew up with. Originally, parking wasn't hard, access to the interstate system was assured, but as time went on, the density of the government/commercial buildings in the area grew, parking became not only more expensive but also unreliable (and DC's parking enforcers are the one truly efficient branch of that city's government).
However, Metro was also being built, and L'Enfant Plaza plugs into the system very well, and with current plans including tying up with VRE - though the freightyards in Arlington are long gone, to make space for malls, condos, and offices. This meant that many of the federal workers at L'Enfant Plaza could use Metro - however, this did not mean they were using Metro alone.
This is where the 40% number has to be treated with a very skeptical perspective. No hard numbers to contradict it directly, just some comments on how that 40% may have been arrived at, and a data point or two to set against it.
First, DC is no longer the central goal of most federal workers in the region, though federal workers are still the largest single workforce in DC. Second, even Metro's density (apart from new places like the Ballston corridor in Arlington, or old places like Silver Spring, Maryland) is low, and the buses really not that useful. A lot of people drive to parking lots first, then take Metro to DC. When this number of commuter-riders is compared to the population of DC, the number is likely to approach 40%. (The same is definitely true of VRE and MARC and their light rail function.)
Simply look at the number of cars per hour on the Cabin John Bridge (Woodrow Wilson is more distorted by 95 and its north/south traffic) to get a feel of how many people are driving over a single bridge in an hour compared to the capacity of the entire Metro subway system to carry. Then add in a number of other choke points (DC's bridges for Northern Virginia traffic, for example to give a good estimate of commuters compared to Metro riders), and pretty soon, another picture is likely to emerge - that is, the number of cars in Northern Virginia staying within its boundaries is likely larger than the entire number of cars being used by commuters in DC. And of course, road building remains the favored solution to congestion.
The way most people currently live in the DC metro area means a car is essential. A small but growing number of people do live in areas where not having a car makes sense (though these tend to be inadequate places to raise children - no green/open space at all, for example), but in general, most people consider a car indispensable to how the live, and feel that keeping the car is normal, while changing the way they live is unacceptable - this is hard to grasp for someone who lives in a true city, but a lot of people in a place like Northern Virginia feel that life in a city is to be avoided - what I especially liked was how often I heard and read that the suburbs I grew up in (those demographics are for another time) are now becoming too 'ethnic,' so it was good to live even farther away, among people who were just like you, the way it was decades ago. When people drove big cars, and ignored things like conservation or long term planning, becoming increasingly shrill against other viewpoints, while growing silently frantic as their personal economic situation grew increasingly uncertain or threatening. (I'll stop there, though the fact that a major, stupid war is being fought again, in large part in both cases to defend the American Way Of Life, is also striking.)
I have no experience of New Orleans, but only a few cities in America do not think this way. And yes, it is a huge divider.
A new station was added to the old Red Line, and a series of office buildings (some private, also ATF HQ) sprang up for 3 blocks.
Without Metro, GAO said that they would disperse federal office buildings in the suburbs. Figure oil consumption with & without Metro !
DC wants to build 40 miles of streetcars to feed Metro and connect neighborhoods. The Dulles and Purple lines need to be built. Metro is NOT all it could be !
Miami voted a half cent sales tax to expand Miami Metro from 20 miles (memory) to ~103 miles. This suddenly made Metro "Hot" from a real estate POV. During my visit there in 2004, 15 of 23 construction cranes were within three blocks of a Metro station (and signs/excavation for at least two more high rises that I saw).
BTW, anyone been to Miami lately and ridden the Metro ? Is reale state still booming next to the stations (within 3 blocks).
One of the values of New Orleans is that it is a living example of a high quality of urban life coupled with low energy consumption. Check out my comments on the contrast with NYC (another low energy city).
http://nyc.theoildrum.com/story/2006/9/28/124514/971
Peak Oil will be a large and brutal hammer. If there is an escape (urban rail, TOD) then people will flock to it. If there is no escape (typical US post WW II city/suburbs) then people will be beaten down by it.
Best Hopes,
Alan
Not to diss New Orleans, as was, is, or will be,
but
it had one of the highest murder and other crime rates of any US city, was (in)famous for its corruption and civic mismanagement, and some of the poorest urban dwellers in America.
A very special place. A place of music. A place so unlike much of America, where you work to live not just live to work.
But an urban idyll? Hardly. A desparately poor place, whose major industry was providing a glimpse to a past life, for an America that had moved beyond it.
Contrast that to a 'we all love to hate' city. Las Vegas. High average income, high unionisation, a place where ordinary people move to and can enjoy the fruits of the American dream. An invented place, much like America itself. That high average income and benefits and the correlation with unionisation is no accident-- it is unionisation that has always brought those benefits for American workers, and the absence of same that has meant they do not have it. A place where black people move to so they can live like whites-- with a place in the suburbs, a car, a steady job, the things the white middle class used to take for granted. A place where ordinary people who can no longer afford LA, can move to and buy a house.
Now LV doesn't look 'sustainable' to me-- out in the desert, no water, dependent on cars and cheap flights. But there it is, and it works, and it delivers both the dark and the bright side of the American dream.
My own view is that with Global Warming, it is more than likely that the US will abandon NO within this century: perhaps a big dike around the French Quarter and a sort of 'Williamsburg-like' historical district, but much of the city will just not be sustainable with the kinds of storms we are likely to experience by the middle of the century.
Watching Toronto struggle with its problems, and Toronto had one of the best transit systems in North America ('ride the Red Rocket'), now seriously financially troubled, I am not sure light rail/ subways work in the modern urb. A lot depends on whether you can change the zoning, to build the apartments, offices and shopping malls along the streetcar nexuses (nexi?).
But for the 4.5 million people of the Greater Toronto Area (projected to be 8 million before 2050) I think the transit solution will be 'smart car' whether it be minivan taxi systems, road pricing or some combination of car-based measures.
(this written by a man who lives in Europe, and loves Toronto for its old streets and streetcars)
The old City of Toronto worked well and had a density that easily justified that (I think 25k people live within half a mile of Yonge and Eglinton alone).
The TTC always ran well and at a profit in the old Boroughs: Toronto, York, East York. It was never so successful in the post war suburbs (North York, Scarborough, Etobicoke) where the densities are so much lower.
And the suburbs fought against increases in their density-- this is what screwed the Spadina Subway extension (I still remember the bitterly cold day it opened in ?1975?). There just hasn't been that much development at Glencairn and that. With the honourable exception of Mel Lastman when he was Mayor of N. York and NY City Centre.
I wonder if the mistake will be fixed on the Shepherd Subway? Don Mills and that are still pretty low density (condo blocks notwithstanding).
My point remains that though Metro is working well, and is actually a fairly functional system within its fairly narrow confines, it is only a fraction of the total amount of travel in the region, and until that car travel declines, it will remain a significant factor, but lower than 40% of all commuter trips in the region - and using DC in isolation is deceptive in terms of how many Metro riders reach Metro.
As for the Metro being full this summer - yes, it was, more than I expected. On the other hand, I have been informed by people who work regularly at various federal facilities, all parking at such buildings includes under vehicle inspections and various other time consuming security measures - parking in DC is really, really a major hassle even if you have one of the dwindling number of 'free' parking spaces in government buildings (except Congress - the parking near Union Station is just so cute, and I am sure it will expand as required).
The move of the military out of Crystal City is he best externally-initiated thing to happen to Arlington in a while. The majority of the land owners (ie Charles E Smith/Vernado) are chomping at the bit to redevelop the 60's era buildings and re-tenant with commercial enterprises. The tenants-to-be are also clamering to get Crystal City space once the whole area is renewed. It's really quite amazing. We appreciated the Navy folk that were there, but the concrete-canyon decor was not much appreciated (due to lack of sidewalk activation and just plain bad architecture) and that is all being changed for the better. See link for ongoing planning:
http://www.arlingtonvirginiausa.com/index.cfm/11250
And yes, Crystal City is the sort of place which needs some improvement to make it inhabitable. Though what a great example of America's vision of the future, ca. 1960/70 - nothing but glass and concrete and cars.
I would say Crystal City needs improvements to make it beautiful, as it is alread inhabited by over 6000 residents and probably 5 times that many office workers. Quite a bit out of balance for what we like to see at our metro stops, but that is changing. We just approved a project to convert a large office to residential. I was dubious about it, but they are totally reskinning the outside and making it work well with the street, and the apartments inside will have very nice high 12 ft ceilings since it is commercial-grade construction.
Crystal City was named by the majority land-owner after his wife, Crystal so he already thinks it is beautiful - here's his website
http://crystalcity.com/
Of course, I disagree. Although, its not mearly the beige, 60's style architecture, it was the philosophy at the time to seperate the cars and pedestrians so Crstal City was designed with a whole network of human tunnels and shops underground as well as many skywalks. This had the effect of sucking the human life off the street, turning the streets into traffic sewers, and of course as a result they paid little attention to the design of the building at the street level. The street-level makeover is making the biggest difference to the area with shops and restaurants now opening onto the street in places.
Arlington resident, Adrian Cronaur (The Good Morning Vietnam guy) and others actually seem to like the underground shops as he documents here:
http://walkarlington.com/go/crystal.html
I haven't been there in over a year, but I have heard that the transformation is well underway and people who live there seem quite happy with it. It's funny that it is only 2 miles from my house but I haven't been there in so long, but there's plenty to do in my own neighborhood so haven't had the need.
London as well. My father actually helped install flood doors in some of the London Tube lines after the war (they could then double as atomic war shelters, which was a concern at the time).
But the Tube already regularly floods.
Our government is always talking about 'joined up thinking' (ie interdepartmental policy coordination).
However the intention is to put new nuclear reactors on existing, licensed reactor sites. To combat global warming.
It was then pointed out that some of these sites are, on the Environment Department's forecasts, likely to be under water by the middle of the century (at least during a bad storm).
Comments:
Metro has been great in spuring densification near a number of its stops. Part of that is no doubt economic in nature, encouraged on by the local jurisdictions. Many of the inner suburbs are quite urban in feel and car use more of a liability than an asset. However the relative affluence of those areas in conjunction with the extremely dispursed nature of the high paying jobs further out in Tysons, Reston, and across the Potomac along I270 ensure those "urban residents" continued to use their cars. Immigrants, the poor and those working in DC proper would generally use Metro.
Then there is this whole issue with these "high density suburbs" that cluster about the landscape, places with urban levels of population density (residential and office towers) plunked down in a distinctly suburban land use patterns (single use zoning) transportation networks (hierarchical). I blogged that last summer, but my criticism still applies today.
It's an oldie, but goodie introduction to the "sucking chest wound" (as one of my commenters put it) that is metropolitan DC.
http://unplanning.blogspot.com/2005/07/high-rise-suburbia.html
The rest of the DC area beyond the Beltway is your garden variety sprawl with little use for public transportation (beyond subsistance level bus service for the indigent, elderly or immigrant). With the metro "boundaries" reaching to the mountains in the west, the bay in the east and damn near to Fredricksburg in the south, no amount of "public transportation" will rectify this mess. At least here in the West, topography generally has limited the extent of our sprawl. Not so there.
Although I left the area in 92 and the East in 96, my family still lives in NoVA so I get to periodically reaccquaint myself with some of the many reasons I left the area when I go to visit.
It doesn't really work. People seeking fun go downtown by subway or car, and what you have is a long canyon of buildings, boiling in summer, freezing cold in winter, and massive traffic jams. No street life to speak of, no atmosphere.
http://www.globalairphotos.com/large/ON/Toronto/North_York/2002/114/2
It's still got no character, no cover from the icy cold winds or the blazing sun, no sense of the pedestrian. You feel completely marginalised by the traffic. And I've never found a decent restaurant (maybe I am not looking hard enough).
Contrast that to the top of Avenue Road, where you still have the little shops and restaurants along the road and a neighbourhood feel.
Even Bathurst and York Mills has more character, albeit a bit spooky sometimes? My lawyer has his office in a strip mall up there.
The true part of this statement is that the freightyyards are gone. People think I'm strange when I wonder aloud if we will ever need freight yards back some day.
However, the rest of your statement is misleading. Of the 45 acres in the freightyard on the Arlington side (we call it the North Tract), about 28 acres will be devoted to a tremendous open-space recreation area with multiple gardens/parks, soccer fields, a world-class aquatics (swimming etc) facility and other indoor recreation. The exact mix isn't finalized, but the community process and designing is well underway and the funding is already secured through an 80 million dollar bond.
It's true that in the other 18 acres, there will be condo's offices, retail and perhaps some cultural facilities and these will all be connected into the North Tract Rec area as will the rest of Arlington though transit and yes, some parking will be provided.
This link will take you to the Arlington site where another link goes to the PDF task force report for the North Tract
http://tinyurl.com/lrfma
Arlington (which I lived in for a few years) always struck me as one of the hardest to classify areas in Northern Virginia. Alexandria, Fairfax, Prince William / Manassas, Loudoun / Leesburg - not hard to stereotype and fairly easy to predict what they would do. But Arlington? You just never knew - music and art, good food, mixed with fairly poor police and some clear distinctions between north and south.
Not sure what you mean about the police. I was upset when the new chief reduced the bicycle patrols because I thought it made them more approachable and the ones in crusiers tend to speed a bit much. But, they still are not bad at community relations as far as cops go.
Any TOD person should come out for the Clarendon Day party in the Clarendon Neighborhood of Arlington, Oct 21 - one of the many street festivals that Arlington has - food, bands, arts etc
Here are some pictures from last year:
http://www.beyonddc.com/privatesets/ClarendonDay05/
More info at the Alliance
http://www.clarendon.org/index.html
- it was built for commuters as a hub and spoke and now there is MUCH more demand for inter=city travel in DC as almost every neighborhood in DC is, or is becoming a destination where people live,work,shop and play (so there is much more demand to travel between these neighborhoods at non-commute times). This is also very true of the inner suburbs like where I live in Arlington.
- It is busting at the seams in terms of utilization. The off-peak times are where the peak-times were 20 years ago and the peak times are packed to the gills. Unfortunately, they made the decision when they built it to not easily allow for adding parallel track so the remedy is limited to adding longer trains (doable, but limited in effect), and making a spot improvement at the Orange/Blue line crossing at the potomac.
DC and the inner suburbs are adding residents quickly, however the biggest by far land-use problem is the lack of affordable housing. The desire to live in the city and in the close-in, walkable communities is so great that land prices have shot up many-fold over the last 10 years. This also is squeezing out independent retailers that gave the neighborhoods their character, being replaced by more national chains who can afford space renting at 40-60 a square foot when it used to be 4-10 a sq ft.Most of the people swarming back to the city are 20-30 somethings and 50-60 empty-nesters, but there are some with children as well and they are very active in the community. Arlington public schools are among the best in the country and that attracts a lot of people, also you can get a single family withing walking distance of your school, your daycare, the grocery, movie theatres' restaurants, the metro etc - although it will cost you from 800K and up. I live in such a house but it was bought 10 years ago when it was a third the price.
The outer suburbs are a completel different story. Whereas DC and the inner suburbs put land-use and zoning in place when the metro was constructed to turn the areas around the metro into mixed-use villages, the outer suburbs did very little planning and mostly reacted to the increasing number of single family houses that ate up their farmlands by building and widening roads. Their metro stops are basically parking lots. Now Tysons Corner, the most inner of the outer suburbs is trying to become a real downtown since they may get a metro extension, but I'm not too optimistic. They will have lots of office, retail and residential, but the form of the development and street network will not be very urban. The attitude of their community is still focussed on people driving rather than making a great place for people first.
I wrote this fast, so apologies for typos etc.
http://www.fairfaxcounty.gov/dpz/tysonscorner/nofind/Drftgridconcepts.pdf
It remains to be seen how successful this endevor will be. If we maintain a degree of order for another 5-10 years as our energy supplies begin to contract -OR- we begin a wholesale re-engineering of our cities in expectation of said decline, then I think Tysons may be kindof neat a decade from now. Otherwise this planning process will grind on until the collapsing economy kills it off and squatters inhabit the abandoned structures. Who knows. I'm just glad I am not there to witness it.
In anycase, I agree Arlington is an attractive place in general. I've been there a number of times (mostly via Metro) and enjoyed myself. Too bad the rest of the area is not like that or even better, DC proper.
A winning argument is one that convinces people, not one that you think should convince people. Failing to understand that fundamental difference is why normal people write you off...
...no matter how many elitist ad hominems you resort to.
Most of the highly-rated serious comments on Slashdot were of the form "for reason X, I don't think their analysis is correct." If your response to reasonable skepticism is to complain about how stupid Slashdotters must be, then perhaps you have less of an investment in empiricism and more of an investment in faith than you're willing to admit.
If you look at the comments now, they really aren't all that bad. This has to do with the way comments are rated and displayed on the site. If you scroll half-way down the comments, down to where comments with a rating of 1 or 2 start appearing, their will be plenty of chaff with your wheat, but the highly rated comments (which means that Slashdot readers saw their value) really aren't that bad.
Although Slashdot's comment rating scheme is far from perfect, I often wish that TOD had something similar.
It seems like it all comes down to ignorance. Smart people don't like to admit their ignorance any more than anyone else, so they take logical shortcuts that support their gut feelings - whether optimisic or pessimistic.
Myself, I KNOW I'm arguing from a POV of expecting scarcity in a world that says otherwise. For people who expect abundance, there's NO argument that will convince the future will be otherwise. I imagine if every debate could continue in depth, both sides would have to conclude we just don't know exactly what the facts are.
I don't know how to effectively "argue ignorance" to promote concern and defensive responses, but it seems all I can do. Of course the optimists have FAITH the people in-the-know will keep things humming, and give us fair warning if there's a problem. I'm curious about that too, but my explanation is most technical people are not looking at the bigger picture, but only three steps ahead in their little corner.
I think Heinberg, Simmons, and Hirsh are all pretty good at the ignorance argument, while Campbell, and others who try to PREDICT get into more trouble with the "crying wolf" risks, not that prediction is bad, just that it must somehow state every other sentence its limits.
At this point in time it may turn out that peak oil will be simply an interesting transition period. My own country, Australia, cut petrol consumption by 5% in one year of oil prices above $60/barrel. There are numerous technologies and social constructs available to replace Oil for transportation or at least to use it far more efficiently.
I think for the most part the slashdot crowd see Yet Another Set of Profits of Doom and yawn. Been there, down that.
It's not that I don't think we have a problem, I do. I'm just rather optimistic that it will be solved in various reasonably unpainful ways.
They even discredit their fellow geeks (geologists) and won't listen to those in the know. Oh well, when we start having natural gas issues in the US in a few more years, their PCs will be the first to "powerdown."
I guess we know better now, eh? Sad.
The Slashdot posters are in the technofix camp. Because they have grown up with that model "always" working. They live on and off the upper parts of the energy consumption world.
If they can make it work, more power to them, and no skin off my nose.
It is not like the future is cast in stone.
Lets say there is a 'magical working' POOF energy source.
Any highly energetic energy source has a history of being a destructive explosive also.
If the world became awash in excessive energy, will man spend alot of that energy attempting to mittigate environmental damage - or just keep the consumption party going?
The tendency of energy sources to be bombs and the consumption-biosphere degradation cycle still looks to me like a skinned, broken or shot off nose.
FWIW, I think the slashdot crowd might be unschooled on oil depletion, but I think there's something to be said for being open to answers ... whatever they prove to be.
"if energy_crisis, do whatever_works"
Also, while SDers can deliver good commentary on computer related topics, their knowledge (and appreciation) of other fields is not always that deep.
Ironically, Peak Oil is likely to occur also around 2013!
Because if it doesn't the future could really be an abstraction.
We'll make an interesting archaeology Phd thesis for some future visitor from another civilisation.
Oh, and don't take anything personally over there.
No one denies that resources of fossil fuels are finite. Note that resource indicates the total endowment of a mineral (metals, non-metals or energy fuels) on earth, which is clearly finite in a geologically short timespan. The concept of reserves takes a moment longer to understand. Reserves basically represent how much of a particular mineral resource (let's say oil) is known with a degree of certainty, and economically viable to extract at the current price. There are two key elements here...
- that the reserve is known;
- it is economic at current prices.
Reserve data are highly mutable... if the oil price were to drop to US$20/bbl for WTI the world reserve base instantly declines, while a rise in prices achieves the opposite. If oil companies spend more dollars on exploration the known reserve base will also increase as new fields are discovered (e.g. the massive field recently discovered in the Gulf of Mexico, which is only economic at our currently highish price of oil).If one takes a couple minutes perusing the BP oil slides one notices a very interesting one. Despite oil consumption relentlessly increasing over the last few decades, the oil reserves to consumption ratio graph shows that we have had a reserve/production ratio of 40 years for the last two decades. That is to say that we have enough known reserves to supply the world oil needs at current production rates for 40 years. And guess what, at the much lower consumption rates of 20 years ago the picture was exactly the same.
What does this tell you? There is no incentive for oil companies to map out the next 200 years worth of oil reserves. It would be wasted exploration funds that could be better spent elsewhere. They spend the funds to keep the reserve inventory nicely stocked (40 years is a nice comfortable margin) and then attend to spending funds elsewhere.
I haven't even talked about substitution effects here. In my opinion, I think it far more likely that the world will have substituted away from non-renewable fossil fuels due to global warming concerns, long before any threat of Peak Oil rears its ugly head.
Separately, but related, some day the techno-freaks are going to have to come to terms with the un-paid-for costs of technology: water resource damage, loss of biodiversity, etc, etc.
The second piece of evidence that would put the above "40 years supply rule" in question is that every year's oil consumption is only replaced with 1/3 as much reserves addition. I suspect the BP figures may include oil sources that are technologies that will never be brought to market like oil shale. Furthermore, the reserve numbers of nearly every OPEC member has grown by a factor of two in the 1990's without explaination by further exploration or reanalyzing exploration data. This lack of transparency (recently rescinded by Kuwait when they cut their oil reserves in half after reexamining data) shows that current world reserves are questionable.
The last important factor in peak oil is production capability. Saudi Aramco is working like there is no tomorrow to increase capacity from 10 MBPD to 12 MBPD and it will cost many tens of billions of $$$. How are they ever going to reach the 18 MBPD figure the EIA says KSA will have to reach to satisfy world needs by 2025? And I have not even brought up the issue of costs both in environmental remediation and actual dollars to bring any oil shale to market. Most of the oil shale deposits, which many optimists like to count as reserves, will likely remain forever "horizon technologies", never being brought to market because the cost of production continually goes up as fast or faster than the value of the resource.
'Do Reserves Tell Us Anything?'
http://www.theoildrum.com/story/2006/4/26/18109/8251
IMO reserves are at best a SWAG.
Oil has a very low price elasticity of supply. There is very little more oil available at $75/barrel than at $25/barrel.
One example. Compare 1972 Texas with 1982 Texas. Price increased by a factor of 10. Record drilling boom, result 14% more producing wells AND -30% less production.
A decade is "long enough" for any price elasticity effects to take hold. New technology was developed and used.
Today, Texas produces about 25% of what it did in 1972. And $100/barrel will not increase that to 27%. (Natural decline will offset any production increases due to higher prices in any time frame).
Saudi Arabia is VERY close to where Teas was in 1972. They are frantically drilling, on and off-shore. But decreases due to depletion are likely to balance any new wells.
Mexico will produce less next year, and even less in 2008, 2009 ... regardless of price. $300/barrel will not make Mexican oil production in 2009 greater than 2005.
The quantity of oil produced in 2025 is difficult to forecast (lower than today in convential production for sure) but there are uncertainites on what could develop in 18.5 years. OTOH, production in 2013 is not subject to as many uncertainities. Major new projects that will go on-line by then have to be either started by today or in VERY serious planning.
Best Hopes,
alan
However, most (though not all - look at junked tire mounds as left over crude) oil if pumped by the human race is now adding C02 to the atmosphere.
These are not trivial differences, though for a lot people with an economic bent, they don't seem to exist at all.
Roger Bentley: Global Oil and Gas Depletion
...which comes about through using "proven reserves" to represent future ultimate recovery when they absolutely don't show that, their use this way leads to the flawed economic view of oil.
Bulldust, I would be interested to hear you opinions on the Bentley paper.
Personally I would not classify individuals into groups this way for the sake of casually dismissing their arguments holistically (though one might debate I did this with my original post :). Roger points out several flaws with commonly quoted data. Clearly we have an imperfect view of what lies under the surface of the earth. I think we all agree on this point.
The point I was trying to raise is that resources are not known, and there are many factors at play at any given point in time (let alone across several decades of history) that affect what is economically viable to extract (i.e. reserves). The fact that we don't have good data for reserves does not mean that the concept of reserves and resources is a poor one... it just means we have a poor measurement of them.
Given that we have a poor measure of the ultimate potential of the earth to yield any particular resource, is it not virtually impossible to predict with any degree of accuracy when the turning point will eventuate in the production of said resource?
Just some thoughts... I may have to dust off Hubbert for a little review, it's been a while.
PS> Roger Bentley is the Technology Director for Whitfield Solar (http://www.whitfieldsolar.com/).
But what will happen once that threshold is crossed is something one ought to worry about. Because the change will be dramatic.
Is peak oil 2005, 2025 or 2050?
I lean towards the middle date. But that is not a long time to think about alternatives (it's also there or there abouts the point of complete no return on Global Warming-- if we haven't crossed that already).
I see that you have been taken in by the MSM and the 50% owner Chevron. To quote from the 25% owner, Statoil of Norway,
......
Test results are very encouraging and may indicate a significant discovery. The full magnitude of the field's potential is still being defined.
Statoil and its partners plan to drill another appraisal well in the Jack structure in 2007.
and
The partners [Devon, Statoil & Chevron] plan to drill another appraisal well at the site in the Walker Ridge Block in 2007. A decision whether to develop Jack may be made in 2007 or 2008, Statoil's Mellbye said. The [Jack] field would start production in 2013 IF development goes ahead, he said...
My emphasis added
.......
Please note that Statoil is 5/8ths owned by the Kingdom of Norway and they are less interested than Chevron in impacting US public perceptions and elections.
The discovery, a mixture of oil & gas, for the entire field, not just Jack, is 3 to 15 billion barrels of oil EQUILAVENT. This makes it a large but not a massive discovery. A few months of world oil consumption plus a lot of natural gas.
Again it is NOT a "massive" discovery !
Best Hopes,
Alan
This post is not on reserves or resources, it has no pretensions on leading with that, it just projects into the future current trends in consumption and production.
This is a well known phenomenon, in the case of the US, R/P is 10 years since the 1920s, which of course leaves you clueless on the peak in 1970 and the subsequent decline. Considering that consumption is changing globally R/P is quite a valueless measure.
The work of Hubbert allows us today to project in the future the curve of production without knowing the Ultimate Recoverable Reserves. Moreover URR is an output of the Hubbert Method not and input. For more on this please read prof. Deffeyes' "Beyond Oil".
Going back to the 40 years R/P, that assumes an URR of about 1200 Gb for Liquids (Crude + NGPL). Crude Remaining Reserves stand today at 800 Gb, after peaking in 1979 at 1100 Gb. So that leaves you with 400 Gb in Remaining Reserves of NGPL, how plausible is that?
Peak Oil is about Production, not about Reserves. Crude Reserves peaked in 1979; what we are searching here at TOD is the Peak in Crude and Liquids Production.
If you are so interested in reserves I invite you to read Jean Laherrère's "Peak oil and related peaks!":
Part 1
Part 2
I shall skip your insulting insinuation that we don't know what reserves are. Read the Bentley paper that Chris recommends above.
As a mineral economist, you present the oversimplified arguments -- like the IEA -- that oil just magically appears solely as a function of price. You have missed at least four salient points -- there are others, as well --
I could go on, talking about marginal costs because the easy-to-produce oil that built the world you inhabit is gone, etc. For now, just keep these rules of thumb, stated by geologist Greg Croft, in mind
The peak of global oil considers the topping out of production. There are hydrocarbons everywhere and you are right, some are economic to produce at a certain price. But others will never get produced at any price or their production is very hard regardless of price. Consider Kashagan in Kazahkstan. When this field was discovered in 2000, various estimates put its recoverable reserves at anywhere between 9 and 17 Gb (billions of barrels). Right now, the view is that there is a 13.4 Gb URR. However, due to the geological and physical context of the discovery, the world has never seen a barrel of oil from there yet and the date at which that is scheduled to happen keeps moving further and further out into the future. We will see some flows from Kashagan -- but how much and in what timeframe? That is a peak oil question.
I have dealt with all this, as has Stuart Staniford, HO and others. You can click on any of our names in the right side-bar and read through the various stories we have published. But you probably won't because, unlike Dr. James Hamilton, an excellent economist, you appear to be one of those Cornucopian economists that thinks the "free market" will always provide. It is just a question of price, right? That's how they teach in school.
I think you may have wandered on to the wrong site. The key proponents of peak oil on this site are well versed with knowledge of the industry, economics, engineering, and oil specific geology. Whether there are some people jumping on the bandwagon is irrelevant. On this site, you are required to confront some formidable experts, including some who have spent decades in the oil industry.
Your discussion of reserves is pedantic, at best, and hardly needs to be pointed out to most of the people who frequent this site. Again, I think you may have mistaken this site for those sites which consist mostly of neophytes.
As to the substitution effect, thus far we have mainly exercised that option by substituting foreign oil for domestic oil. Higher prices did little or nothing to stem the tide of peak oil within the U.S. We continue to slide.
Yes, there are all kinds of potential substitutions. It does not necessarily follow, however, that these subsitutions will be sufficiently inexpensive to run a world wide energy intensive economy without wrecking the planet with global warming. One of the popular subsitutions is coal. Ironically, oil is and was a substitution for coal. Now we are going backwards at great environmental cost. Just because we get substitutions doesn't mean we are making progress.
Where the depletion curve is a smooth time curve up to the right (time t on the X axis, price p on the Y axis).
The problems are:
- uncertainty. Solow says that the last barrel or pound of an exhaustible resource, will be consumed at the moment when the price hits infinity.
But we don't know when that is. So our assumptions about developing alternative supplies may be wrong. The actual price path could be extremely jagged.
- substitutability. the model also predicts alternative sources will come in, as prices rise.
To some extent (Canadian oil sands) that is happening. Conversely, it's pretty clear there aren't enough substitute technologies now to substitute for even a significant fraction of our oil and gas consumption (other than coal, which has its own set of issues).
So if oil production ceases rising, or even just doesn't rise as fast as we think it will, the price of oil could go to the stratosphere.
The other point, which Deffyes makes very well (and why his first book is worth a read), and so does Simmons (see the powerpoints on Simmons & Co website) is that higher prices does not lead to higher (conventional) production. US real oil prices have been far higher post 1972 than pre 1972, but domestic lower 48 oil production peaked in 1972 and has followed a remorseless slide since.
This despite the greatest revolution in oilfield drilling since the late 19th century: horizontal drilling and real time 3D imaging.
So the smartest people in the world, with the best equipment, have dug more wells in the US than ever before in history, and found less oil and gas. Despite the highest real prices ever experienced.
that should give one pause on cornucopian arguments about conventional oil and gas supplies.
It looks like we are well up that Hotelling curve.
I would dispute that. Given the massive increases in energy efficiency by going with electrified rail, wind and other renewables (geothermal, some more hydro, solar PV even) OR just conservation could supply the electricity to replace, say, half the oil used for transprtation easily.
Most recent data has 0.17% of US electricity going for transportation. NYC's 8,000 subway cars, Amtrak's Northeast corridor, Chicago, Boston, DC Metro, SF BART, and every other existing urban rail system = 0.17%
Multiple by a factor 50 and new renewables could still "carry the load" with a 20 year build up in both electrified rail and renewable production (or conservation, or both).
Best Hopes,
Alan
One of the most moving moments of the BBC TV series 'People's Century' stories by the people who survived the 20th century:
http://www.pbs.org/wgbh/peoplescentury/
is when the credits roll - the camera rolls up a street that could be 1910 Vienna with the streetcars (trams), it keeps running down that street...
it rolls on into the nightmare of the trenches...
and then the slums of the 30s...
and then the devastated war torn cities of Europe...
and past the guard tower at Auschwitz...
and towards the Berlin Wall... and at the end, the break in that wall.
----------------------
Those trams are a symbol of a world that once was, a closer, tighter world, of Vienna cafes and dance halls in Potsdammer Place in Berlin.
Why not now? The costs of new lines are phenomenal, and the economics never work out without heavy state subsidy.
The TTC's proposed St. Clair "streetcar right-of-way" (reservation) would upgrade the existing St. Clair streetcar line, currently running in mixed traffic, for 6.7 km (4.2 miles), from Yonge St. to west of Keele St. - an improvement expected increase the streetcar service's speed (6 minutes per end-to-end trip) and safety, and to attract significantly higher ridership. The projected cost of Canadian $65 million (US $52 million, or about $12 million/mile) includes replacing the line's worn trackage, construction to rehabilitate crumbling infrastructure, plus streetscaping, parks, lighting, and other urban amenities added to win public approval.
[Toronto Sun, 30 Sep. 2004; Eye, 29 May 2004]
$12m bucks a mile, for a service that is already there.
We are too spread out, and too devoted to personal transport.
Electrification? Maybe. Don't see it, but if there was a crisis...
Build the Desire Streetcar Line on North Rampart Street (edge of French Quarter, uber-historic) with a 36' wide (now 20') neutral ground (median to y'all), one traffic lane & one bicycle lane on each side vs two traffic lanes as part of a city streetrebuilding project. The street was "scheduled" to be rebuilt @2015 (last rebuild ~1905), but we would move that up. Use historic lights as streetcar trolley wire supports.
Marginal cost if combined with street rebuilding ? About $1 million for 1.5 miles for track & overhead supports. Mayor Nagin was going to announce this ~45 days after Katrina as part of his re-election effort. (I do good smart things that you like, vote for me).
This effort has survived but has to wait for more immediate rebuilding efforts.
You make it sound like $12 million a mile is expensive. Just look at the costs of road projects & maintenance !
Or the $5 trillion plan by Hirsch, Bezdek & Wendling !
$5 trillion would buy 416,667 miles of streetcar lines.
BTW, Portland has developed technique (I took class @ Portland State on it) to build streetcar track for $300 per foot. I think that any urgent/crash effort should involve learning how to build cheaper (& better).
I had a draft letter for DC DOT to send to New Orleans proposing such a collabrative effort when Katrina hit. At my suggestion, a DC DOT engineer joined me at the Portland State short course.
There is much unmeet demand for specific lines (~$120 billion) in the US. All these lines are worth building in a post-Peak Oil scenario. Start there and expand, modifying as one develops the infrastructure.
France is building a tram line in almost every city of 250,000 and two lines in cities of 500,000. (Voting correctly helps). The US could to.
Some bad investments in suburban sprawl may not make it but ...
Best Hopes,
Alan