News and Outreach: Christopher Knittel

By: Elizabeth Rowe

June 25, 2013

We all know that air conditioning eats up an enormous amount of energy. We also know that installing ceiling fans would allow us to use the air conditioner a lot less. And we all know the savings over time would pay for the ceiling fan. So why aren’t there more people buying ceiling fans? 

That question, and many more like it, are at the center of a research project launched by the Haas School of Business at the University of California at Berkeley and MIT’s Center for Energy & Environmental Policy Research (CEEPR). The initiative, known as the E2e Project, will work to understand cost-effective ways to reduce energy use and the obstacles that sometimes get in the way.

Drawing on the skills of both engineers and economists from MIT and Berkeley, the project derives its name from its mission: finding a smart way to go from using a larger amount of energy, or “E,” to a smaller amount of energy, or “e.”

Much of the impetus for this project comes from the McKinsey Curve, a cost curve that asserts that there are “negative cost” energy efficiency investments that essentially pay for themselves. “There’s a fair bit of evidence out there that suggests there’s a lot of low-hanging fruit in terms of energy savings, but much of that evidence is based on engineering models,” says E2e co-director Christopher Knittel, a professor at MIT’s Sloan School of Management and CEEPR co-director. “Much of the engineering research ignores behavioral changes that might come in response to those investments, and those behavioral changes can manifest themselves in many ways.”

For example, Knittel says, households might turn their thermostat down in the summer or up in the winter if heating and cooling homes become more energy-efficient. Such behaviors, which reduce the benefits of energy efficiency, aren’t accounted for in engineering models, he says.

One study undertaken by E2e will determine how much energy the federal Weatherization Assistance Program saves. The project examines low-income households in Michigan that received free efficiency upgrades, such as insulation and weatherproofing, and audits their energy use over time to find out why actual efficiency gains are less than expected. Final results are expected later this year.

According to Knittel, E2e has three main objectives. One is to determine whether these “negative-cost” investments truly exist. The second is to understand which of these investments has the greatest return on investment. And third, E2e will try to understand why consumers and companies aren’t making these investments if they truly have a negative cost.

E2e’s co-director, Professor Catherine Wolfram, an associate professor at Haas and co-director of the Energy Institute, says E2e has a broader goal, too: “At the heart, I think we’re interested in finding the lowest-cost way to mitigate climate change.” She adds, “In the short term we hope to deliver to policymakers some really good information about where human behavior might influence energy efficiency technology and policy.”

By Charles C. Mann

New technology and a little-known energy source suggest that fossil fuels may not be finite. This would be a miracle—and a nightmare.

As the great research ship Chikyu left Shimizu in January to mine the explosive ice beneath the Philippine Sea, chances are good that not one of the scientists aboard realized they might be closing the door on Winston Churchill’s world. Their lack of knowledge is unsurprising; beyond the ranks of petroleum-industry historians, Churchill’s outsize role in the history of energy is insufficiently appreciated.

Winston Leonard Spencer Churchill was appointed First Lord of the Admiralty in 1911. With characteristic vigor and verve, he set about modernizing the Royal Navy, jewel of the empire. The revamped fleet, he proclaimed, should be fueled with oil, rather than coal—a decision that continues to reverberate in the present. Burning a pound of fuel oil produces about twice as much energy as burning a pound of coal. Because of this greater energy density, oil could push ships faster and farther than coal could.

Churchill’s proposal led to emphatic dispute. The United Kingdom had lots of coal but next to no oil. At the time, the United States produced almost two-thirds of the world’s petroleum; Russia produced another fifth. Both were allies of Great Britain. Nonetheless, Whitehall was uneasy about the prospect of the Navy’s falling under the thumb of foreign entities, even if friendly. The solution, Churchill told Parliament in 1913, was for Britons to become “the owners, or at any rate, the controllers at the source of at least a proportion of the supply of natural oil which we require.” Spurred by the Admiralty, the U.K. soon bought 51 percent of what is now British Petroleum, which had rights to oil “at the source”: Iran (then known as Persia). The concessions’ terms were so unpopular in Iran that they helped spark a revolution. London worked to suppress it. Then, to prevent further disruptions, Britain enmeshed itself ever more deeply in the Middle East, working to install new shahs in Iran and carve Iraq out of the collapsing Ottoman Empire.

Churchill fired the starting gun, but all of the Western powers joined the race to control Middle Eastern oil. Britain clawed past France, Germany, and the Netherlands, only to be overtaken by the United States, which secured oil concessions in Turkey, Iraq, Bahrain, Kuwait, and Saudi Arabia. The struggle created a long-lasting intercontinental snarl of need and resentment. Even as oil-consuming nations intervened in the affairs of oil-producing nations, they seethed at their powerlessness; oil producers exacted huge sums from oil consumers but chafed at having to submit to them. Decades of turmoil—oil shocks in 1973 and 1979, failed programs for “energy independence,” two wars in Iraq—have left unchanged this fundamental, Churchillian dynamic, a toxic mash of anger and dependence that often seems as basic to global relations as the rotation of the sun.

All of this was called into question by the voyage of the Chikyu (“Earth”), a $540 million Japanese deep-sea drilling vessel that looks like a billionaire’s yacht with a 30-story oil derrick screwed into its back. The Chikyu, a floating barrage of superlatives, is the biggest, glitziest, most sophisticated research vessel ever constructed, and surely the only one with a landing pad for a 30-person helicopter. The central derrick houses an enormous floating drill with a six-mile “string” that has let the Chikyu delve deeper beneath the ocean floor than any other ship.

The Chikyu, which first set out in 2005, was initially intended to probe earthquake-generating zones in the planet’s mantle, a subject of obvious interest to seismically unstable Japan. Its present undertaking was, if possible, of even greater importance: trying to develop an energy source that could free not just Japan but much of the world from the dependence on Middle Eastern oil that has bedeviled politicians since Churchill’s day.

In the 1970s, geologists discovered crystalline natural gas—methane hydrate, in the jargon—beneath the seafloor. Stored mostly in broad, shallow layers on continental margins, methane hydrate exists in immense quantities; by some estimates, it is twice as abundant as all other fossil fuels combined. Despite its plenitude, gas hydrate was long subject to petroleum-industry skepticism. These deposits—water molecules laced into frigid cages that trap “guest molecules” of natural gas—are strikingly unlike conventional energy reserves. Ice you can set on fire! Who could take it seriously? But as petroleum prices soared, undersea-drilling technology improved, and geological surveys accumulated, interest rose around the world. The U.S. Department of Energy has been funding a methane-hydrate research program since 1982.

Nowhere has the interest been more serious than Japan. Unlike Britain and the United States, the Japanese failed to become “the owners, or at any rate, the controllers” of any significant amount of oil. (Not that Tokyo didn’t try: it bombed Pearl Harbor mainly to prevent the U.S. from blocking its attempted conquest of the oil-rich Dutch East Indies.) Today, Churchill’s nightmare has come true for Japan: it is a military and industrial power almost wholly dependent on foreign energy. It is the world’s third-biggest net importer of crude oil, the second-biggest importer of coal, and the biggest importer of liquefied natural gas. Not once has a Japanese politician expressed happiness at this state of affairs.

Japan’s methane-hydrate program began in 1995. Its scientists quickly focused on the Nankai Trough, about 200 miles southwest of Tokyo, an undersea earthquake zone where two pieces of the Earth’s crust jostle each other. Step by step, year by year, a state-owned enterprise now called the Japan Oil, Gas, and Metals National Corporation (JOGMEC) dug test wells, made measurements, and obtained samples of the hydrate deposits: 130-foot layers of sand and silt, loosely held together by methane-rich ice. The work was careful, slow, orderly, painstakingly analytical—the kind of process that seems intended to snuff out excited newspaper headlines. But it progressed with the same remorselessness that in the 1960s and ’70s had transformed offshore oil wells from Waterworld-style exoticisms to mainstays of the world economy.

In January, 18 years after the Japanese program began, the Chikyu left the Port of Shimizu, midway up the main island’s eastern coastline, to begin a “production” test—an attempt to harvest usefully large volumes of gas, rather than laboratory samples. Many questions remained to be answered, the project director, Koji Yamamoto, told me before the launch. JOGMEC hadn’t figured out the best way to mine hydrate, or how to ship the resultant natural gas to shore. Costs needed to be brought down. “It will not be ready for 10 years,” Yamamoto said. “But I believe it will be ready.” What would happen then, he allowed, would be “interesting.”

Already the petroleum industry has been convulsed by hydraulic fracturing, or “fracking”—a technique for shooting water mixed with sand and chemicals into rock, splitting it open, and releasing previously inaccessible oil, referred to as “tight oil.” Still more important, fracking releases natural gas, which, when yielded from shale, is known as shale gas. (Petroleum is a grab-bag term for all nonsolid hydrocarbon resources—oil of various types, natural gas, propane, oil precursors, and so on—that companies draw from beneath the Earth’s surface. The stuff that catches fire around stove burners is known by a more precise term, natural gas, referring to methane, a colorless, odorless gas that has the same chemical makeup no matter what the source—ordinary petroleum wells, shale beds, or methane hydrate.) Fracking has been attacked as an environmental menace to underground water supplies, and may eventually be greatly restricted. But it has also unleashed so much petroleum in North America that the International Energy Agency, a Paris-based consortium of energy-consuming nations, predicted in November that by 2035, the United States will become “all but self-sufficient in net terms.” If the Chikyu researchers are successful, methane hydrate could have similar effects in Japan. And not just in Japan: China, India, Korea, Taiwan, and Norway are looking to unlock these crystal cages, as are Canada and the United States.

Not everyone thinks JOGMEC will succeed. But methane hydrate is being developed in much the same methodical way that shale gas was developed before it, except by a bigger, more international group of researchers. Shale gas, too, was subject to skepticism wide and loud. The egg on naysayers’ faces suggests that it would be foolish to ignore the prospects for methane hydrate—and more foolish still not to consider the potential consequences.

If methane hydrate allows much of the world to switch from oil to gas, the conversion would undermine governments that depend on oil revenues, especially petro-autocracies like Russia, Iran, Venezuela, Iraq, Kuwait, and Saudi Arabia. Unless oil states are exceptionally well run, a gush of petroleum revenues can actually weaken their economies by crowding out other business. Worse, most oil nations are so corrupt that social scientists argue over whether there is an inherent bond—a “resource curse”—between big petroleum deposits and political malfeasance. It seems safe to say that few Americans would be upset if a plunge in demand eliminated these countries’ hold over the U.S. economy. But those same people might not relish the global instability—a belt of financial and political turmoil from Venezuela to Turkmenistan—that their collapse could well unleash.

On a broader level still, cheap, plentiful natural gas throws a wrench into efforts to combat climate change. Avoiding the worst effects of climate change, scientists increasingly believe, will require “a complete phase-out of carbon emissions … over 50 years,” in the words of one widely touted scientific estimate that appeared in January. A big, necessary step toward that goal is moving away from coal, still the second-most-important energy source worldwide. Natural gas burns so much cleaner than coal that converting power plants from coal to gas—a switch promoted by the deluge of gas from fracking—has already reduced U.S. greenhouse-gas emissions to their lowest levels since Newt Gingrich’s heyday.

Yet natural gas isn’t that clean; burning it produces carbon dioxide. Researchers view it as a temporary “bridge fuel,” something that can power nations while they make the transition away from oil and coal. But if societies do not take advantage of that bridge to enact anti-carbon policies, says Michael Levi, the director of the Program on Energy Security and Climate Change at the Council on Foreign Relations, natural gas could be “a bridge from the coal-fired past to the coal-fired future.”

“Methane hydrate could be a new energy revolution,” Christopher Knittel, a professor of energy economics at the Massachusetts Institute of Technology, told me. “It could help the world while we reduce greenhouse gases. Or it could undermine the economic rationale for investing in renewable, carbon-free energy around the world”—just as abundant shale gas from fracking has already begun to undermine it in the United States. “The one path is a boon. The other—I’ve used words like catastrophe.” He paused; I thought I detected a sigh. “I wouldn’t bet on us making the right decisions.”

A few years after I graduated from college, I drove with a friend to Southern California, a place I’d never been. I saw a little of Los Angeles, then went north and spent a few days bumbling through the San Joaquin Valley. Going about Bakersfield one night, I got hopelessly lost and ended up at a chain-link fence. Behind the fence were thousands of oil pumps, nodding up and down like so many giant plastic drinking birds. Enshrouding the pumps was a spiderweb of pipes and electrical wires, vast and complex beyond reason, lights and machinery stretching out across the desert farther than I could see. A giant, hypermodern petroleum operation barely 100 miles from Los Angeles! I couldn’t believe it. As I stood gawping, a policeman drove by. I asked him when this complex had sprung up. He looked at me like I was an idiot. “They’ve been drilling here since 1899,” he said.

I was standing by the Kern River oil field, one of the best-known petroleum deposits in the United States. Because I had somehow missed geology in school, I had been left with the vague idea that oil is found in big subterranean pools, like the underground lake where Voldemort conceals part of his soul in the Harry Potter series. In fact, petroleum is usually contained in solid sandstone or limestone strata, which are riddled, spongelike, with minute pores. Or it can occur in thin sheets between layers of shale. Looking at the nodding wells, I had the notion that they were drawing a uniform substance from the ground, a black liquid like the inky water in Voldemort’s lake. Instead, petroleum occurs as a crazy stew of different compounds: oil of various grades mixed with methane, ethane, propane, butane, and other hydrocarbons. Squashed into stone hundreds or thousands of feet underground, this jumble of liquid and gas is usually under great pressure. Layers, or “caps,” of impermeable rock prevent it from seeping to the surface. When drilling bores through the caps, petroleum shoots up in orthodox gusher fashion.

For a long time, companies collected oil and discarded the methane that burbled up with it, often by burning the gas in a cinematic flare atop special derricks, or even simply dumping it into the atmosphere. People did use natural gas for energy—gaslights have existed since the days of Jane Austen—but transporting it was costly. Unlike liquid oil, which could be poured into containers and carried on a railroad network that had already been built and paid for by somebody else, gaseous methane had to be pumped through sealed tubes to its destination, which required energy firms and utilities to lay thousands upon thousands of miles of pipeline. Not until the Second World War and war-production advances in welding did this effort gather speed. (Methane can be cooled into a liquid and transported in pressurized tanks that are loaded and unloaded in special facilities, but this is also expensive.) Oil from wells in Texas is readily dispatched via tanker to Europe or Asia, but even today, natural gas from the same wells is often effectively limited to use in the United States.

From the beginning, it was evident that the Kern River field was rich with oil, millions upon millions of barrels. (A barrel, the unit of oil measurement, is 42 gallons; depending on the grade, a ton of oil is six to eight barrels.) Wildcatters poured into the area, throwing up derricks, boring wells, and pulling out what they could. In 1949, after 50 years of drilling, analysts estimated that just 47 million barrels remained in reserves—a rounding error in the oil business. Kern River, it seemed, was nearly played out. Instead, oil companies removed 945 million barrels in the next 40 years. In 1989, analysts again estimated Kern reserves: 697 million barrels. By 2009, Kern had produced more than 1.3 billion additional barrels, and reserves were estimated to be almost 600 million barrels.

What does it mean when oil companies say they have so many million barrels in reserves? How much energy is in the ground? When will we begin running out? As the history of the Kern River field suggests, these questions are not easy to answer. Indeed, Ph.D.‑toting experts have bombarded Americans for half a century with totally contradictory responses. On one side, pessimists claim that the planet is slowly running out of petroleum. “Turn down the thermostat!” they cry. “Stuff insulation in your walls!” “Buy a hybrid!” “Conserve!” From the other side come equally loud shouts insisting that there are vast, untapped petroleum deposits in Alaska and Alberta and off the coast of Virginia, that geysers of natural gas exist in the shale beds of Pennsylvania and North Dakota, and that huge oil patches await extraction in the deep ocean. “Drill, baby, drill!” “The end of oil!” Al Gore or Sarah Palin, Cassandra or Pollyanna, which side is right? The back-and-forth would be comical if the stakes didn’t involve the fate of human civilization.

When gasoline supplies drop, TV news reporters like to wring their hands at the drivers mobbing the corner Exxon. But the motorists’ panic reflects a basic truth: economic growth and energy use have marched in lockstep for generations. Between 1900 and 2000, global energy consumption rose roughly 17-fold, the University of Manitoba environmental scientist Vaclav Smil has calculated, while economic output rose 16-fold—“as close a link as one may find in the unruly realm of economic affairs.” Petroleum has wreaked all kinds of social and environmental havoc, but a steady supply of oil and gas remains just as central to the world’s economic well-being as it was in Churchill’s day. According to the National Bureau of Economic Research, the United States has experienced 11 recessions since the end of the Second World War. All but one were associated with spikes in energy costs—specifically, abrupt jumps in the price of oil.

Understanding this dependence, the oil industry was shaken by a speech in 1956 by M. King Hubbert, a prominent geophysicist at Shell Oil. When a company moves into a field, it grabs the easy, cheap oil first. Tapping the rest gets progressively more difficult and expensive. Eventually, Hubbert observed, conditions get so tough that production levels off—it peaks. After the peak, decline is unstoppable, the fall as ineluctable as the rise. Hubbert used his theory to predict that the crude-oil yield in the continental United States would flatten between 1965 and 1970 (he didn’t include Alaska and most offshore oil areas). Coming at a time when estimates by the U.S. Geological Survey and the petroleum industry were constantly rising, this claim was derided; indeed, Hubbert claimed that just before giving his speech, a Shell official tried to get him to back off.

Hubbert, not the least self-confident of men, stood his ground, even after he left Shell and in 1964 went to work for the Geological Survey. Unluckily for him, his most prominent critic was now his boss: Vincent E. McKelvey, a long-serving geologist at USGS who would become its director in 1971. As the University of Iowa historian Tyler Priest has documented, McKelvey’s USGS issued a stream of optimistic assessments about the country’s oil future. So did its counterparts in the oil industry. Meanwhile, Hubbert cranked out papers taking the opposite stance, none of them published by the Geological Survey. Inevitably, the dispute grew personal. Three days after McKelvey became the USGS director, he took away Hubbert’s secretary, a harsh measure in the days before e‑mail. According to Priest, Hubbert ended up having to write all his correspondence in longhand; his wife typed his reports at home. Hubbert struck back by helping to kill McKelvey’s nominations to the National Academy of Sciences and the American Academy of Arts and Sciences.

In a blow to McKelvey, Hubbert’s prediction proved to be correct. As domestic crude-oil production peaked and then fell, former Interior Secretary Stewart Udall mocked the sunny claims from the Geological Survey as “an enormous energy balloon of inflated promises and boundless optimism [that] had long since lost touch with any mainland reality.” If Udall were reappointed Interior secretary, he said, “the first thing I would do would be to kick McKelvey out.” In 1977, newly elected President Jimmy Carter, a Hubbertian, forced McKelvey to resign—the first such ouster, Priest notes, “in the Survey’s 98-year history.”

Hubbert’s message of scarcity resonated at a time when the United States was haunted by the specter of Middle Eastern oil blockades. In a nationwide address, President Carter proclaimed that the planet’s proven oil reserves could be consumed “by the end of the next decade.” To forestall the disaster, he fired a volley of energy-efficiency measures: gas-mileage regulation, home-appliance energy standards, conservation tax credits, subsidies for insulation and weatherization. Congress enacted incentives and restrictions to induce industry to switch from supposedly scarce oil and natural gas to coal, which the U.S. has in abundance.

Alas, petroleum firms found so much crude oil in the 1980s that by the 1990s, prices (after adjusting for inflation) had fallen to one-fifth of what they had been during the Carter administration. Estimates of reserves rose and rose again. Energy conservation faltered; oil and gas were too cheap to be worth saving.

The argument has nonetheless continued, pessimists and optimists hammering at each other like Montagues and Capulets. Most of the Hubbertians are physical scientists; most of the McKelveyans, social scientists. Central to the conflict is their differing concepts of a reserve. Recall, as an example, the Kern River field. Its thousands of nodding pumps are siphoning up oil so thick and heavy that it almost doesn’t float on water. Although drillers knew from the first that the field was abundant, they could barely wrest any of this goop from the ground, a factor reflected in the first estimate of the reserve (47 million barrels of recoverable oil). Between that estimate and the second (697 million barrels), engineers developed a precursor to fracking: shooting hot steam down Kern River wells to thin the oil and force it out of the stone. At first, the process was hideously inefficient: heating the water to produce the steam required as much as 40 percent of the oil that came out of the wells. Burning unrefined crude oil released torrents of pollution: nitrous oxide, sulfur dioxide, carbon dioxide. But it squeezed out petroleum that had seemed impossible to reach.

At the same time, the industry learned how to burrow farther into the Earth, opening up previously inaccessible deposits. In 1998, an oil rig near the Kern River field drilled thousands of feet deeper than any previous attempt in the area. At 17,657 feet, the well blew out in a classic gusher. Flames shot 300 feet in the air. The blast destroyed the well and everything else on the site. Even after the fire burned out, petroleum flooded from the hole for another six months. Energy firms guessed that the blowout hinted at the presence of big new oil-and-gas deposits. Earlier assessments had missed them because of their great depth. Investors rushed in and began to drill.

To McKelveyan social scientists, such stories demonstrate that oil reserves should not be thought of as physical entities. Rather, they are economic judgments: how much petroleum experts believe can be harvested from given areas at an affordable price. Even as companies drain off the easy oil, innovation keeps pushing down the cost of getting the rest. From this vantage, the race between declining oil and advancing technology determines the size of a reserve—not the number of hydrocarbon molecules in the ground. Companies that scrambled to follow the Kern River gusher found millions of barrels of deep oil, but it was mixed with so much water that they couldn’t stop the wells from flooding. Within a few years, almost all the new rigs ceased operation. The reserve vanished, but the oil remained.

This perspective has a corollary: natural resources cannot be used up. If one deposit gets too expensive to drill, social scientists (most of them economists) say, people will either find cheaper deposits or shift to a different energy source altogether. Because the costliest stuff is left in the ground, there will always be petroleum to mine later. “When will the world’s supply of oil be exhausted?” asked the MIT economist Morris Adelman, perhaps the most important exponent of this view. “The best one-word answer: never.” Effectively, energy supplies are infinite.

Sweeping claims like these make Jean Laherrère’s teeth hurt. Laherrère spent 37 years exploring for oil and gas for the French petroleum company Total before co-founding the Association for the Study of Peak Oil and Gas. ASPO was born after Laherrère and Colin Campbell, another retired petroleum geologist, predicted in 1998 that “within the next decade, the supply of conventional oil will be unable to keep up with demand.” Given the record-high petroleum reserves of the time, the claim was gutsy. Campbell and Laherrère insisted that talk of ever more oil was nonsense. In the 1980s, the Organization of the Petroleum Exporting Countries, the intergovernmental cartel that controls most crude oil, discussed allocating sales on the basis of member states’ reserves: the bigger a nation’s reserves, the more oil OPEC would let that nation sell. In such a system, countries would have every incentive to overstate their holdings. As Campbell and Laherrère noted, six of the 11 OPEC members abruptly hiked their reserve estimates during these discussions. Incredibly, some nations more than doubled their estimates, without a word of explanation for why they now had so much more oil in the ground. (OPEC eventually decided not to allocate oil in this way.) The supposed glut was a charade, Laherrère told me when we spoke in February. The reserves didn’t exist. “We said the [plateau in oil production]would begin before 2010, and we were correct.”

Far from being infinite, Laherrère said, petroleum supplies are finite by definition. The Earth contains only so many hydrocarbon molecules that can be extracted by human effort. “Once we have used up the easy oil, new types of cheap energy will not appear by magic. We will keep drilling for oil, and it will not be easy to get. Look at the enormously expensive equipment they use now only to keep up production.”

Oil prices soared, as if on cue, after Laherrère and Campbell’s prediction. By 2008, they had hit levels unseen since the Carter administration. “The supply of oil is limited,” President George W. Bush declared that year, echoing his predecessor. “There is a growing consensus that the age of cheap oil is coming to an end,” announced the British government’s Energy Research Centre. “A peak of conventional oil production before 2030 appears likely and there is a significant risk of a peak before 2020.” Bookstore shelves shudder beneath the avalanche of warnings: The Big Flatline: Oil and the No-Growth Economy. Peak Oil and the Second Great Depression (2010–2030). The End of Growth. The Crash Course. Peeking at Peak Oil. (All have come out in the past three years.)

McKelveyans remain undeterred. Morris Adelman is in failing health and could not speak to me, but I reached two of his students, Michael Lynch and Philip K. Verleger. Lynch, the president of the energy-consulting firm SEER, agreed with Laherrère that reserve estimates are sometimes manipulated for financial reasons—Shell’s chairman resigned in 2004, after the company was caught misstating its reserves—but didn’t think it mattered much. “Shell is still pumping oil,” he said. “The peak-oil people always say, ‘Look at this super-technological rig—see how expensive the equipment is now.’ I see it and think, Look at how good we’ve gotten at doing this.” Lynch added, “The airlines have jettisoned their wooden biplanes and now use 747s. That’s not because we’re running out of sky and it’s harder to fly. It’s because the technology is getting better and increasing our reach.”

More important, to Verleger’s way of thinking, the peak-oil battle has become irrelevant. Verleger, a former economic official in the Ford and Carter administrations, is now a visiting fellow at the Peterson Institute for International Economics in Washington, D.C. Since Hubbert’s time, the dispute has focused on “conventional” petroleum, the type found in regular oil wells, most of which is in the Middle East and controlled by OPEC. Production of conventional oil has indeed plateaued, as Hubbertians warned: OPEC’s output has remained roughly flat since 2005. In part, the slowdown reflects the diminishing supply of this kind of oil. Another part is due to the global recession, which has stalled demand. But a third factor is that OPEC’s conventional petroleum is being supplemented—and possibly supplanted—by what the industry calls “unconventional” petroleum, which for the moment mainly means oil and natural gas from fracking. Fracking, Verleger says, is creating “the biggest change in energy in almost 100 years—a revolution.” That revolution, in his view, will have a big winner: the United States.

The argument is simple. The need to import expensive foreign oil has been a political and economic burden on the United States for decades. Today, though, fracking is unleashing torrents of oil in North Dakota and Texas—it may create a second boom in the San Joaquin Valley—and floods of natural gas in Pennsylvania, West Virginia, and Ohio. So bright are the fracking prospects that the U.S. may become, if only briefly, the world’s top petroleum producer. (“Saudi America,” crowed The Wall Street Journal. But the parallel is inexact, because the U.S. is likely to consume most of its bonanza at home, rather than exporting it.) Oil may cost more than in the past, but prices will surely stabilize. No more spikes! Still more important, this nation is fracking so much natural gas that its price today is less than a third of its price in Europe and Asia—a big cost advantage for American industry. As companies switch to cheap natural gas, a Citigroup report argued last year, the U.S. petroleum boom could add as much as 3.3 percent to America’s GDP in the next seven years.

Until about 1970, the United States produced almost enough petroleum for its own needs. Then, just as Hubbert predicted, domestic oil production began to wane. Suddenly the United States was vulnerable. OPEC had launched an oil embargo in 1967, but it had next to no effect, because the U.S. produced so much of its own oil. Six years later, with U.S. imports surging, OPEC launched a second embargo. Oil prices quadrupled—and caused a massive panic, complete with fistfights at gas stations that were broadcast and rebroadcast on local TV news. “Energy independence!” was the new call from Washington. Perhaps the only ideal shared by Nixon, Carter, and Reagan, it became the holy grail of American politics. George W. Bush, flanked by Democrats, signed the Energy Independence and Security Act of 2007; Barack Obama, fighting with Republicans, has repeatedly touted the need to “get America closer to energy independence.”

Largely because of little-noticed research by government agencies and small companies, that goal is within sight, says Leonardo Maugeri, a former director of the petrochemical division of the Italian energy firm Eni. The United States will still import oil, he argued last summer in a report from Harvard’s Kennedy School of Government. But domestic production will increase so much that by 2020, all of this country’s oil needs “theoretically could come entirely from the Western Hemisphere.” Within a decade, in other words, the U.S. could, if it wanted, stop importing oil from the Middle East. In November, the International Energy Agency agreed, though it pushed the date of independence to 2035. The fracking-led oil-and-gas boom, Philip Verleger said in January, will lead to an American “economic Renaissance.” The United States will at last escape the world made by Churchill, at least for a while.

Nations like Japan, China, and India will still be stuck in that world, as will much of Europe and Southeast Asia. Many of these nations do not have shale deposits to frack, the requisite technological base, or, even if they have both the shale and the technology, the entrepreneurial infrastructure to finance such sweeping changes. Nonetheless, they want to be freed from their abrasive reliance on OPEC. The United States and Canada, mindful that the good times will not last forever, are also hunting for new supplies. All have been looking with ever-increasing interest at a still-larger energy source: methane hydrate.

The land sheds organic molecules into the water like a ditchdigger taking a shower. Sewage plants, fertilizer-rich farms, dandruffy swimmers—all make their contribution. Plankton and other minute sea beings flourish where the drift is heaviest, at the continental margins. When these creatures die, as all living things must, their bodies drizzle slowly to the seafloor, creating banks of sediment, marine reliquaries that can be many feet deep. Microorganisms feed upon the remains.

In a process familiar to anyone who has seen bubbles coming to the surface of a pond, the microbes emit methane gas as they eat and grow. This undersea methane bubbles up too, but it quickly encounters the extremely cold water in the pores of the sediment. Under the high pressure of these cold depths, water and methane react to each other: water molecules link into crystalline lattices that trap methane molecules. A cubic foot of these lattices can contain as much as 180 cubic feet of methane gas.

Most methane hydrate, including the deposit Japan is examining in the Nankai Trough, is generated in this way. A few high-quality beds accumulate when regular natural gas, the kind made underground by geologic processes, leaks from the earth into the deep ocean. However methane hydrate is created, though, it looks much like everyday ice or snow. It isn’t: ordinary ice cannot be set on fire. More technically, ice crystals are typically hexagonal, whereas methane-hydrate crystals are clusters of 12- or 14-sided structures that in scientists’ diagrams look vaguely like soccer balls. Methane molecules rattle about inside the balls, unable to escape. The crystals don’t dissolve in the sea like ordinary ice, because water pressure and temperature keep them stable at depths below about 1,000 feet. Scientists on the surface refer to them by many names: methane hydrate, of course, but also methane clathrate, gas hydrate, hydromethane, and methane ice.

Estimates of the global supply of methane hydrate range from the equivalent of 100 times more than America’s current annual energy consumption to 3 million times more. A tiny fraction—1 percent or less—is buried in permafrost around the Arctic Circle, mostly in Alaska, Canada, and Siberia. The rest is beneath the waves, a reservoir so huge that some scientists believe sudden releases of undersea methane eons ago set off abrupt, catastrophic changes in climate. Humankind cannot tap into the bulk of these deep, vast deposits by any known means. But even a small proportion of a very big number is a very big number.

Hydrates were regarded purely as laboratory curiosities until the 1930s, when a Texas petroleum researcher realized that they were clogging natural-gas pipelines in cold weather. Three decades later, exploration in Siberia revealed gelid bands of methane hydrate embedded in the tundra. Meanwhile, oceanographers were observing anomalies in sonar readings of the seafloor. Some areas of the bottom bounced sound waves back more sharply than one would expect from muddy sediment. It was like waving a flashlight in a dark room and being startled by the flash from a mirror. Three geologists suggested in 1971 that these reflective zones were layers of methane hydrate. Not until 1982 did researchers obtain a large chunk of methane hydrate—a three-foot section of a core sample. The gas inside was 99.4 percent methane. That year, the United States established a methane-hydrate research program.

The investigation was a small, belated part of a global push into unconventional petroleum that had been spurred by the oil shocks of the 1970s. For civilians, understanding unconventionals is difficult, not least because of the taxonomic hodgepodge the industry uses to describe them: tar sands, tight oil, heavy oil, shale gas, coal-bed methane, shale oil, oil shale. (Exasperatingly, shale oil is different from oil shale.) All of these different flavors of petroleum are “unconventional” simply because in the past they were too hard to pull from the earth to be worth the bother. Nowadays technology has made many of them accessible.

With the odd exception, unconventionals can be broken into two rough categories: forms of petroleum that are heavier and less refined than the crudest of crude oil, and forms that are lighter and more refined than crude oil. Both are worth huge sums and entangled in dispute, much like conventional petroleum. But the second category, which includes the natural gas from methane hydrate, seems likely to play a much larger role in humankind’s future—economically, politically, and, most of all, environmentally.

The first, heavy category consists of petroleum that must be processed on-site to be transformed into oil. Tar sands, for instance, consist of ordinary sand mixed with bitumen, a sludgy black goo that hasn’t withstood enough geological heat and pressure to be converted fully into ordinary oil. The most important tar-sand deposits are underneath an expanse of subarctic forest in central Canada that is roughly the size of England; they make up the third-biggest proven oil reserve in the world. In most cases, mining tar sands involves drilling two horizontal wells, one above the other, into the bitumen layer; injecting massive gouts of high-pressure steam and solvents into the top well, liquefying the bitumen; sucking up the melted bitumen as it drips into the sand around the lower well; and then refining the bitumen into “synthetic crude oil.” Refining in this case includes removing sulfur, which is then stored in million-ton, utterly useless Ozymandian slabs around mines and refineries.

Economists sometimes describe a fuel in terms of its energy return on energy invested (EROEI), a measure of how much energy must be used up to acquire, process, and deliver the fuel in a useful form. OPEC oil, for example, is typically estimated to have an EROEI of 12 to 18, which means that 12 to 18 barrels of oil are produced at the wellhead for every barrel of oil consumed during their production. In this calculation, tar sands look awful: they have an EROEI of 4 to 7. (Steaming out the bitumen also requires a lot of water. Environmentalists ask, with some justification, where it all is going to come from.)

Conveying tar-sands oil to its biggest potential markets, in the United States, will involve building a huge pipeline from Alberta to Texas, which has attracted vituperative opposition from environmental groups and some local governments. The U.S. State Department has long delayed issuing permits to allow this pipeline to cross the border, a stall that has outraged energy boosters, who charge that the Obama administration is spitting in the soup of Canada, America’s most important ally. The boosters say little about the two 100 percent Canadian pipelines—one to shoot tar-sands oil to a port in British Columbia, a second to Montreal—that 100 percent Canadian opposition has stalled. All the while, indigenous groups in central Canada, people armed with special powers granted by the Canadian constitution, have carpet-bombed tar-sands country with lawsuits. Regardless of the merits of the protesters’ arguments, it is hard to believe that they will be completely ineffective, or that tar-sands oil will flow freely anytime soon.

Much more prominent is the second unconventional category, the most important subcategory of which is the natural gas harvested by fracking shale. Every few years, the U.S. government produces a map of American shale beds. Flipping through a time series of these maps is like watching the progress of an epidemic—methane deposits pop up everywhere, and keep spreading. To obtain shale gas, companies first dig wells that reach down thousands of feet. Then, with the absurd agility of anime characters, the drills wriggle sideways to bore thousands of feet more through methane-bearing shale. Once in place, the well injects high-pressure water into the stone, creating hairline cracks. The water is mixed with chemicals and “proppant,” particles of sand or ceramic that help keep the cracks open once they have formed. Gas trapped between layers of shale seeps past the proppant and rises through the well to be collected.

Water-assisted fracturing has been in use since the late 1940s, but it became “fracking” only recently, when it was married with horizontal drilling and the advanced sensing techniques that let it be used deep underground. Energy costs are surprisingly small; a Swiss-American research team calculated in 2011 that the average EROEI for fracked gas in a representative Pennsylvania county was about 87—about six times better than for Persian Gulf oil and 16 times better than for tar sands. (Fracking uses a lot of water, though, and activists charge that the chemicals contaminate underground water supplies.) Because of fracking, U.S. natural-gas reserves have jumped by almost three-quarters since 2000.

Shale gas has its detractors. Far from being a game changer, Jean Laherrère told me, shale gas is a “Ponzi scheme” in which oil companies acquire largely fictional methane deposits to polish their balance sheets for Wall Street. A February study from the Post Carbon Institute, an anti-fossil-fuel think tank, dismissed shale gas as, at best, “a temporary reprieve from having to deal with the real problems”; the group’s general tenor is indicated by the special URL it set up for the report: shalebubble.org. But these views are not widely shared. Two days after I last spoke with Laherrère, the head of the U.S. Energy Information Administration told a congressional hearing that the additions to America’s energy reserves ballyhooed in the agency’s most recent report “were—by a large margin—the highest ever recorded since EIA began publishing proved reserve estimates in 1977.”

As Economics 101 would predict, the arrival of vast quantities of methane from fracking has already made U.S. natural-gas prices plummet. In response, hundreds of wells have shut down, preserving methane deposits that can be tapped someday in the future. But U.S. natural-gas production has hardly been affected. Neither has demand: more and more industries, attracted by low prices, are switching to gas from oil and coal—especially coal.

Today, a fifth of U.S. energy consumption is fueled by coal, mainly from Appalachia and the West, a long-term energy source that has provided jobs for millions, a century-old way of life—and pollution that kills more than 10,000 Americans a year (that estimate is from a 2010 National Research Council study). Roughly speaking, burning coal produces twice as much carbon dioxide as burning the equivalent amount of natural gas. Almost all domestic coal is used to generate electricity—it produces 38 percent of the U.S. power supply. Fracking is swiftly changing this: in 2011, utilities reported plans to shut down 57 of the nation’s 1,287 coal-fired generators the following year. Largely in consequence, U.S. energy-related carbon-dioxide emissions have dropped to figures last seen in 1995. Since 2006, they have fallen more than those from any other nation in the world.

The U.S. coal industry has taken to complaining of a “war on coal.” But the economic hit has been less than one would expect; U.S. coal exports, mainly to Europe, almost doubled from 2009 to 2011. In the sort of development that irresistibly attracts descriptors like ironic, Germany, often touted as an environmental model for its commitment to solar and wind power, has expanded its use of coal, and as a result is steadily increasing its carbon-dioxide output. Unlike Americans, Europeans can’t readily switch to natural gas; Continental nations, which import most of their natural gas, agreed to long-term contracts that tie its price to the price of oil, now quite high. “It’s like someone said, ‘We’ll sell you all the tea you want, based on the price of coffee,’ ” Michael Lynch, the energy consultant, told me. “And you said, ‘What a great idea! I’ll lock myself into it for decades.’ ” He laughed. “Truly, you can’t make this stuff up.”

Here I should confess to personal bias. Twelve years ago, a magazine asked me to write an article about energy supplies. While researching, I met petroleum geologists and engineers who told me about a still-experimental technique called hydraulic fracturing. Intrigued, I asked several prominent energy pundits about it. All scoffed at the notion that it would pay off. To be fair, some early fracking research was outlandish; three early trials involved setting off atomic weapons underground (they did produce natural gas, but it was radioactive). I don’t want to embarrass anyone I spoke with. I failed to exercise independent judgment, and did not mention hydraulic fracturing in my article, so I was just as mistaken. But I also don’t want to miss the boat again. Even though plenty of experts discount methane hydrate, I now am more inclined to pay attention to the geologists and engineers who foresee a second, fracking-type revolution with it, a revolution that—unlike the shale-gas rush, mostly a North American phenomenon—will ripple across the globe.

Japan, which has spent about $700 million on methane-hydrate R&D over the past decade, has the world’s biggest hydrate-research program—or perhaps that should be programs, because provincial governments on Japan’s west coast formed a second hydrate-research consortium last year. (Several researchers told me that the current towel-snapping between Beijing and Tokyo over islands in the East China Sea is due less to nationalistic posturing than to nearby petroleum deposits.) In mid-March, Japan’s Chikyu test ended a week early, after sand got in the well mechanism. But by then the researchers had already retrieved about 4 million cubic feet of natural gas from methane hydrate, at double the expected rate. Japan’s Ministry of Economy, Trade, and Industry is eager to create a domestic oil industry; at present, the nation produces just one one-thousandth of its own needs. Perhaps overoptimistically, the ministry set 2018 as a target date for commercializing methane hydrate. India and South Korea are following along, each spending as much as $30 million a year on hydrate experiments; the Korean program is growing especially aggressively.

By contrast, the U.S. Department of Energy program is small—its annual budget is about $15 million, most of which is devoted to basic research on gas hydrates’ formation and location. About $2.4 million goes to U.S. Geological Survey methane-hydrate researchers, who have been test-mining onshore deposits in frigid Alaska and northwestern Canada. Based in Woods Hole, Massachusetts, and Denver, Colorado, the USGS program has about eight full-time researchers, as well as collaborators from Japan, Canada, Germany, India, and several oil companies.

Although most U.S. research has been in the far north, the most promising U.S. deposits are in the Gulf of Mexico. Hydrates are thought to blanket about 174,000 square miles of the gulf, an area about the size of California. At least part of the deposit, seepage from conventional hydrocarbon reservoirs, is top-quality stuff, though nobody has any idea how much is actually recoverable. What is known, says Timothy Collett, the energy-research director for the USGS program, is that some of the gulf’s more than 3,500 oil and gas wells are in gas-hydrate areas. Extracting these hydrates, in his view, is the logical next step. “To keep feeding the infrastructure, you have to maintain a certain return. Otherwise, you’ll abandon it,” he told me. “For the individual manager of a large installation with a multimillion-dollar budget, it might be well within your interest, as you go into decline on deepwater production, to start looking at gas hydrate.”

If one nation succeeds in producing commercial quantities of undersea methane, others will follow. U.S.-style energy independence, or something like it, may become a reality in much of Asia and West Africa, parts of Europe, most of the Americas. To achieve this dream, history suggests, subsidies to domestic producers will be generous and governments will slap fees on petroleum imports—especially in Asia, where dependence on foreign energy is even more irksome than it is here. In addition to North America, the main sources of conventionally extracted natural gas are Russia, Iran, and Qatar (Saudi Arabia is also an important producer). All will feel the pinch in a methane-hydrate world. If natural gas from methane hydrate becomes plentiful and cheap enough to encourage nations to switch from oil, as the Japanese hope, the risk pool will expand to include Brunei, Iraq, Nigeria, the United Arab Emirates, Venezuela, and other petro-states.

The results in those nations would be turbulent. Petroleum revenues, if they are large, exercise curious and malign effects on their recipients. In 1959, the Netherlands found petroleum on the shores of the North Sea. Money gurgled into the country. To general surprise, the flood of cash led to an economic freeze. Afterward, economists realized that salaries in the new petroleum industry were so high that nobody wanted to work anywhere else. To keep employees, companies in other parts of the economy had to jack up wages, in turn driving up costs. Meanwhile, the surge of foreign money into the Netherlands raised the exchange rate. Soaring costs and currency made it harder for Dutch firms to compete; manufacturing and agriculture faltered; unemployment climbed, except in the oil industry. The windfall led to stagnation—a phenomenon that petroleum cognoscenti now call “Dutch disease.”

Some scholars today doubt how much the Netherlands was actually affected by Dutch disease. Still, the general point is widely accepted. A good modern economy is like a roof with many robust supporting pillars, each a different economic sector. In Dutch-disease scenarios, oil weakens all the pillars but one—the petroleum industry, which bloats steroidally.

Worse, that remaining pillar becomes so big and important that in almost every nation, the government takes it over. (“Almost,” because there is an exception: the United States, the only one of the 62 petroleum-producing nations that allows private entities to control large amounts of oil and gas reserves.) Because the national petroleum company, with its gush of oil revenues, is the center of national economic power, “the ruler typically puts a loyalist in charge,” says Michael Ross, a UCLA political scientist and the author of The Oil Curse (2012). “The possibilities for corruption are endless.” Governments dip into the oil kitty to reward friends and buy off enemies. Sometimes the money goes to simple bribes; in the early 1990s, hundreds of millions of euros from France’s state oil company, Elf Aquitaine, lined the pockets of businessmen and politicians at home and abroad. Often, oil money is funneled into pharaonic development projects: highways and hotels, designer malls and desalination plants. Frequently, it is simply unaccounted for. How much of Venezuela’s oil wealth Hugo Chávez hijacked for his own political purposes is unknown, because his government stopped publishing the relevant income and expenditure figures. Similarly, Ross points out, Saddam Hussein allocated more than half the government’s funds to the Iraq National Oil Company; nobody has any idea what happened to the stash, though, because INOC never released a budget. (Saddam personally directed the nationalization of Iraqi oil in 1972, then leveraged his control of petroleum revenues to seize power from his rivals.)

Shortfalls in oil revenues thus kick away the sole, unsteady support of the state—a cataclysmic event, especially if it happens suddenly. “Think of Saudi Arabia,” says Daron Acemoglu, the MIT economist and a co-author of Why Nations Fail. “How will the royal family contain both the mullahs and the unemployed youth without a slush fund?” And there is nowhere else to turn, because oil has withered all other industry, Dutch-disease-style. Similar questions could be asked of other petro-states in Africa, the Arab world, and central Asia. A methane-hydrate boom could lead to a southwest-to-northeast arc of instability stretching from Venezuela to Nigeria to Saudi Arabia to Kazakhstan to Siberia. It seems fair to say that if autocrats in these places were toppled, most Americans would not mourn. But it seems equally fair to say that they would not necessarily be enthusiastic about their replacements.

Augmenting the instability would be methane hydrate itself, much of which is inconveniently located in areas of disputed sovereignty. “Whenever you find something under the water, you get into struggles over who it belongs to,” says Terry Karl, a Stanford political scientist and the author of the classic The Paradox of Plenty: Oil Booms and Petro-States. Think of the Falkland Islands in the South Atlantic, she says, over which Britain and Argentina went to war 30 years ago and over which they are threatening to fight again. “One of the real reasons that they are such an issue is the belief that either oil or natural gas is offshore.” Methane-hydrate deposits run like crystalline bands through maritime flash points: the Arctic, and waters off West Africa and Southeast Asia.

In a working paper, Michael Ross and a colleague, Erik Voeten of Georgetown University, argue that the regular global flow of petroleum, the biggest commodity in world trade, is also a powerful stabilizing force. Nations dislike depending on international oil, but they play nice and obey the rules because they don’t want to be cut off. By contrast, countries with plenty of energy reserves feel free to throw their weight around. They are “less likely than other states to sign major treaties or join intergovernmental organizations; and they often defy global norms—on human rights, the expropriation of foreign companies, and the financing of foreign terrorism or rebellions.” The implication is sobering: an energy-independent planet would be a world of fractious, autonomous actors, none beholden to the others, with even less cooperation than exists today. 

None of this is what makes Christopher Knittel use words like catastrophe. What Knittel is thinking of is, so to speak, the little black specks of Yulin, China. Five years ago, I traveled with a friend to Yulin, in the northwestern province of Shaanxi, not far from Mongolia. We visited the Great Wall, which passes just north of town. In that area, the wall itself had mostly crumbled to nothing, except for the watchtowers, which stuck up every half mile or so. People in one tower were supposed to be able to signal to the next, passing on messages like ships at sea.

When I climbed up one eroded tower, I was surprised to find that I couldn’t see its neighbor. There were little black specks all over my glasses. I cleaned the lenses, but was still unable to make out the next tower. The black specks were not just on my glasses.

Walking around town, my friend and I had noticed that almost every home had a pile of coal outside, soft dark chunks that people shoveled into stoves for cooking and heating. Thousands upon thousands of coal fires were loading the air with tiny dots of soot. Scientists have taken to calling these dots “black carbon,” and have steadily ratcheted up their assessments of its harm. In March, for instance, a research team led by a Mumbai environmental group estimated that black carbon and other particulate matter from India’s coal-fired power plants cause about 100,000 deaths a year.

Environmentalists worry even more about black carbon’s role in climate change. Black carbon in the air absorbs heat and darkens clouds. In some places, it alters rain patterns. Falling on snow, it accelerates melting. A 31-scientist team from nine nations released a comprehensive, four-year assessment in January arguing that planetary black-carbon output is the second-biggest driver of anthropogenic (human-caused) climate change; the little black specks I found on my glasses and clothes have roughly two-thirds the impact of carbon dioxide.

Natural gas produces next to no soot and half the carbon dioxide coal does. In coal-heavy places like China, India, the former Soviet Union, and eastern Europe, heating homes and offices with natural gas instead of coal would be a huge step. An MIT study chaired by Ernest Moniz, whom President Obama nominated for energy secretary in March, called natural gas “a cost-effective bridge” to a “low-carbon future.”

The Chinese government is aware of this, which is one reason it is pursuing both shale gas and methane hydrate. But environmentalists are less enthusiastic than one might imagine about the prospect of weaning ourselves from coal with gas. The reason is that methane itself—unburned natural gas—has a much greater capacity to trap solar heat than carbon dioxide does. (Because methane does not remain in the air as long as carbon dioxide, the precise comparison depends on the chosen time frame; researchers typically say that methane is about 20 or 30 times more potent.) Activists fear that the negative effects of obtaining natural gas could swamp the positive effects of burning it. They are entirely correct, although perhaps not in the way they suppose.

Almost every friend and neighbor I have spoken with about methane hydrate asked whether tapping these undersea deposits could release vast amounts of methane all at once, disastrously altering the planet’s environment. According to Carolyn Ruppel of the Geological Survey, these fears are understandable—but misplaced. If things go awry in a hydrate operation, some of the methane will escape into exactly the cold temperatures and high pressures that trapped it to begin with. Some will be consumed by bacteria, producing carbon dioxide, which dissolves in water; this raises the ocean’s acidity, but not enough to have much effect. Any remaining methane will rise out of the sediment and, like the carbon dioxide, dissolve harmlessly in the ocean. (None of this should be confused with a different source of methane: the decayed vegetation in permafrost, which will release methane if the permafrost thaws.)

The real concern, Ruppel and other researchers told me, is less an explosive methane release from under the Earth’s surface—the environmental disaster that might have caused havoc eons ago—than a slow discharge at ground level, from the machinery that will pull methane hydrate out of the seafloor. The problem already exists with fracking. “The rule of thumb is that if a well leaks more than about 3 percent” of its methane production into the air, “natural gas actually becomes dirtier than coal, from a climate-change perspective,” says Ramez Naam, the author of The Infinite Resource, a just-published book about the race between environmental degradation and technological innovation. “The amazing thing, though, is that we don’t have any data—nobody is required to monitor methane at the well. So there’s just a few studies, which vary tremendously.” Worse still, the aging natural-gas infrastructure is riddled with holes and seeps; early this year, a survey of gas mains along Boston’s 785 miles of road, the first-ever such examination, found 3,356 leaks. Last August, the Environmental Protection Agency amended the Clean Air Act to require well operators to recapture some methane; because nobody knows how much natural gas is gushing into the air, the new rules’ impact is uncertain.

Still, fixing leaks is a task that developed nations can accomplish. “In the United States,” Lynch says, “it is possible to hire inspectors and send them out in white vans to measure methane emissions. They can tell companies to spray more silicone in the wellheads. Maybe the companies will kick and scream about the bureaucracy and cost, but this is something that can be done.”

What we can’t do, or at least not readily, is overcome the laws of economics. More...

By Brad Plumer
February 22, 2013

What’s the best way to curtail gasoline consumption? Economists tend to agree on the answer here: Higher gas taxes at the pump are more effective than stricter fuel-economy standards for cars and trucks.

Much more effective, in fact. A new paper from researchers at MIT’s Global Change program finds that higher gas taxes are “at least six to fourteen times” more cost-effective than stricter fuel-economy standards at reducing gasoline consumption.

Why is that? One of the study’s co-authors, Valerie Karplus, offers a basic breakdown here: Fuel-economy standards work slowly, as manufacturers start selling more efficient vehicles, and people retire their older cars and trucks. That turnover takes time. By contrast, a higher gas tax kicks in immediately, giving people incentives to drive less, carpool more, and buy more fuel-efficient vehicles as soon as possible.

A great deal also depends on whether biofuels and other alternative fuels are available. A tax on gasoline makes these alternative fuels more competitive, whereas fuel-economy standards don’t. “We see the steepest jump in economic cost between efficiency standards and the gasoline tax if we assume low-cost biofuels are available,” Karplus said in an MIT press release.

And yet… all this economic research never seems to have any effect on lawmakers. Since 2007, Congress and the Obama administration have moved to increase federal fuel economy standards, now scheduled to rise to 54.5 miles per gallon by 2025. According to the MIT estimates, this will cost the economy six times as much as simply raising the federal gas tax from its current level of 18.4 cents per gallon to 45 cents per gallon. Yet no one in Congress has even proposed the latter option.

One explanation is that the public just prefers things this way. Higher fuel-economy standards do impose costs, but they’re largely “hidden” costs — in the form of pricier vehicles in the showroom. A higher gas tax, by contrast, is visible every time people fill up at the pump.

In fact, a recent NBER paper by MIT’s Christopher Knittel found that this has been the case for decades. Between 1972 and 1980 the price of oil soared 650 percent. There was endless public debate during this period about how best to reduce reliance on fossil fuels. And, as Knittel discovered, the public consistently preferred price controls and fuel-economy standards over higher gas taxes. That was true no matter how often people were informed that gas taxes were the superior option.

“Given the saliency of rationing and vehicle taxes,” Knittel concluded, “it seems difficult to argue that these alternative polices were adopted because they hide their true costs.” In other words, the public seems to have an (expensive) preference for inefficient regulations over higher taxes to curb gasoline. Economists find it maddening, but it’s hard to change.

Further reading:

–On the other hand, if you want to see a rare economic argument for fuel-economy standards, check out this 2006 paper (pdf) by Christopher Knittel. He found that Americans were becoming less sensitive to fuel prices over time — which strengthened the case for policies like CAFE standards.

Like a lot of economists, Christopher Knittel entered college with career plans in mind. Unlike a lot of economists, Knittel had plans that involved baseball. At California State University at Stanislaus, Knittel was good enough to make the team as a second baseman. But during his freshman season, reality sank in.

“I quickly learned the pros weren’t in my future,” says Knittel, a lifelong Oakland A’s fan who played baseball recreationally until his mid-30s.
 

Christopher Knittel
Photo: M. Scott Brauer
 

For a while in college, Knittel also considered becoming an attorney. But then, he says, “I took my first economics course and fell in love with it. Economics teaches you how to think and you constantly see real-world examples of the concepts you’re learning.”

Today, Knittel is the William Barton Rogers Professor of Energy Economics at the MIT Sloan School of Management, having joined MIT earlier this year. He is known for inventive, heavily empirical work largely focusing on energy and transportation, although he has studied electricity markets and corporate strategies as well.

Knittel’s research addresses a clutch of practical and linked questions: How much progress have automakers made on fuel efficiency? (More than you might think.) How do car owners respond when fuel prices rise? (They really do ditch their gas-guzzlers.) How large are the collateral health benefits of removing dirty vehicles from the nation’s fleet? (Very large.)

All told, Knittel has produced concrete findings that he hopes will have an impact in the halls of Washington. “A lot of energy policies that we have are not the most efficient policies,” he says. “I want to inform policymakers what the true costs and benefits of certain policies are.”    

Detroit: Actually more fuel-efficient

Knittel mostly grew up in Northern California, where his father was an engineer for Peterbilt, the truck manufacturer. In addition to baseball, he developed a liking for cars and learned to replace the engine in his Ford Mustang while in high school.

After getting his undergraduate degree, Knittel (pronounced with a hard “k”) received his M.A. in economics from the University of California at Davis, then got his PhD in economics from the University of California at Berkeley in 1999, after his graduate adviser, Severin Bornstein, moved from Davis to Berkeley. Knittel taught for three years at Boston University before returning to U.C. Davis, where he remained until joining MIT.

“A lot of my work draws on the hard sciences,” says Knittel, 39. “Davis was great, but there’s no place like MIT, in terms of the opportunities to do quality interdisciplinary work.”

In a sense, Knittel is still looking under the hoods of cars. One of his papers, “Automobiles on Steroids,” recently published in the American Economic Review, examines technological progress in the auto industry. From 1980 through 2006, the fuel efficiency of America’s vehicles has increased by just 15 percent — at first glance, a lethargic rate of improvement. But as Knittel points out, cars’ average horsepower has roughly doubled since then, and average curb weight of those vehicles rose 26 percent during that time. Adjusting for these changes, fuel economy has actually increased by 60 percent since 1980, but as Knittel observes, “most of that technological progress has gone into [compensating for] weight and horsepower.”

On the stagnation of overall fuel efficiency since 1980, Knittel adds, “It’s no fault of the manufacturers and consumers. Firms are going to give consumers what they want, and if gas prices are low, consumers are going to want big, fast cars. If you’re going to blame anyone, it’s the policymakers for not creating the incentive structure for putting that technological progress into fuel economy.”

Pain at the pump

Cars and light trucks produce about 15 percent of U.S. greenhouse gases. The best policy for reducing energy consumption from those sources, Knittel believes, would be higher fuel prices. “That would incentivize all the things we want,” Knittel says. “When gas prices go up, people shift to more fuel-efficient cars, they drive fewer miles, and insofar as there are lower-carbon-intensive fuels out there, people shift to them. They get rid of their clunkers faster.”

That’s not just an assumption; Knittel has studied the responses of auto owners nationwide to rising gas prices from 1999 to 2008 in another research paper, “Pain at the Pump,” co-authored with Meghan Busse and Florian Zettelmeyer of Northwestern University. The researchers found that with each $1 rise in the price of gas, purchases of highly fuel-efficient autos increase 21 percent, while purchases of gas-guzzling vehicles drop 27 percent.

A shift to newer, more fuel-efficient vehicles would actually help people in another way, besides releasing fewer greenhouse gases: It would reduce the amount of harmful local pollution in the air, as Knittel detailed in a paper written with Ryan Sandler of U.C. Davis, based on a study of California from 1998 to 2008. “When gas prices go up, you’re getting bigger mileage reductions from cars that are worse in terms of these pollutants,” Knittel observes.

That produces significant health benefits beyond the problems associated with climate change. “We’re talking about asthma attacks and respiratory problems,” he adds. “This isn’t just a matter of helping the world two generations from now. You can point to this and say, ‘Here is a more immediate, salient reason for a gas tax.’” According to Knittel and Sandler, 70 percent of the costs of a gas tax of $1 per gallon could be recouped by immediate health benefits from reduced pollution. Other possible benefits from the tax — reductions in climate change, traffic congestion and accidents — could make it a net winner for people in economic terms alone.

But will politicians ever impose higher gas prices on a financially stretched public? A variety of powerful lobbying interests in Washington oppose such a move — and Knittel knows hardball when he sees it. Indeed, Knittel is examining the financial rewards industries reap from their lobbying efforts in some of his current research. Still, he does retain a sense of optimism. “The idealistic academic in me says that the more you broadcast the truth, the more likely it will be to win out,” Knittel says. “But we’ll see.”

By Josh Max

It’s official – we don’t want cars that get 200 or more miles to the gallon, and it’s consumers’ fault, not automakers’.
A new report issued by Massachusetts Institute of Technology economist Christopher Knittel says major innovations in miles-to-the-gallon have been stymied by cars that are larger and more powerful than they were 30 years ago.  



Between 1980 and 2006, the average gas mileage of vehicles sold in the United States increased by slightly more than 15 percent — a relatively modest improvement, says Knittel. “But during that time, the average weight of those vehicles increased 26 percent, while their horsepower rose 107 percent. All factors being equal, fuel economy actually increased by 60 percent between 1980 and 2006.” If cars had stayed the same weight and size since 1980, says Knittel, we’d all be getting an average of 73 MPG instead of our current average of 27.  



“Most of that technological progress has gone into [compensating for] weight and horsepower,” he says, adding that we ought to make drivers cough up for their own pollution.



“When it comes to climate change, leaving the market alone isn’t going to lead to the efficient outcome,” Knittel says. “The right starting point is a gas tax.”



Knittel conducted his study by using data from auto trade journals, manufacturers and data from the National Highway Transportation Safety Administration, which revealed that Americans have chosen to buy larger, less fuel-efficient vehicles over the last 30 years despite far more public awareness of pollution, global warming and other serious environmental issues.  In 1980, for example, light trucks accounted for about 20 percent of passenger vehicles sold in America. By 2004, light trucks, including SUVs, accounted for 51 percent of sales.



And despite current national gas prices being higher than they’ve ever been in the history of the internal combustion vehicle - $3.48 per regular gallon - gas prices dropped by 30 percent when adjusted for inflation between 1980 and 2004, Knittel says. The blame, he says, lies with the consumer, not the seller.

“I find little fault with the auto manufacturers, because there has been no incentive to put technologies into overall fuel economy,” Knittel says. “Firms are going to give consumers what they want, and if gas prices are low, consumers are going to want big, fast cars. I think 98 percent of economists would say that we need higher gas taxes.”

Automakers have made great strides in fuel efficiency in recent decades — but the mileage numbers of individual vehicles have barely increased. An MIT economist explains the conundrum.

By: Peter Dizikes, MIT News Office

Contrary to common perception, the major automakers have produced large increases in fuel efficiency through better technology in recent decades. There’s just one catch: All those advances have barely increased the mileage per gallon that autos actually achieve on the road.

Sound perplexing? This situation is the result of a trend newly quantified by MIT economist Christopher Knittel: Because automobiles are bigger and more powerful than they were three decades ago, major innovations in fuel efficiency have only produced minor gains in gas mileage.

Specifically, between 1980 and 2006, the average gas mileage of vehicles sold in the United States increased by slightly more than 15 percent — a relatively modest improvement. But during that time, Knittel has found, the average curb weight of those vehicles increased 26 percent, while their horsepower rose 107 percent. All factors being equal, fuel economy actually increased by 60 percent between 1980 and 2006, as Knittel shows in a new research paper, “Automobiles on Steroids,” just published in the American Economic Review (download PDF).

Thus if Americans today were driving cars of the same size and power that were typical in 1980, the country’s fleet of autos would have jumped from an average of about 23 miles per gallon (mpg) to roughly 37 mpg, well above the current average of around 27 mpg. Instead, Knittel says, “Most of that technological progress has gone into [compensating for] weight and horsepower.”

And considering that the transportation sector produces more than 30 percent of U.S. greenhouse gas emissions, turning that innovation into increased overall mileage would produce notable environmental benefits. For his part, Knittel thinks it is understandable that consumers would opt for large, powerful vehicles, and that the most logical way to reduce emissions is through an increased gas tax that leads consumers to value fuel efficiency more highly.

“When it comes to climate change, leaving the market alone isn’t going to lead to the efficient outcome,” Knittel says. “The right starting point is a gas tax.”

Giving the people what they want

While auto-industry critics have long called for new types of vehicles, such as gas-electric hybrids, Knittel’s research underscores the many ways that conventional internal-combustion engines have improved.

Among other innovations, as Knittel notes, efficient fuel-injection systems have replaced carburetors; most vehicles now have multiple camshafts (which control the valves in an engine), rather than just one, allowing for a smoother flow of fuel, air and exhaust in and out of engines; and variable-speed transmissions have let engines better regulate their revolutions per minute, saving fuel.

To be sure, the recent introduction of hybrids is also helping fleet-wide fuel efficiency. Of the thousands of autos Knittel scrutinized, the most fuel-efficient was the 2000 Honda Insight, the first hybrid model to enter mass production, at more than 70 mpg. (The least fuel-efficient car sold in the United States that Knittel found was the 1990 Lamborghini Countach, a high-end sports car that averaged fewer than nine mpg).  

To conduct his study, Knittel drew upon data from the National Highway Transportation Safety Administration, auto manufacturers and trade journals. As those numbers showed, a major reason fleet-wide mileage has only slowly increased is that so many Americans have chosen to buy bigger, less fuel-efficient vehicles. In 1980, light trucks represented about 20 percent of passenger vehicles sold in the United States. By 2004, light trucks — including SUVs — accounted for 51 percent of passenger-vehicle sales.

“I find little fault with the auto manufacturers, because there has been no incentive to put technologies into overall fuel economy,” Knittel says. “Firms are going to give consumers what they want, and if gas prices are low, consumers are going to want big, fast cars.” And between 1980 and 2004, gas prices dropped by 30 percent when adjusted for inflation.

The road ahead

Knittel’s research has impressed other scholars in the field of environmental economics. “I think this is a very convincing and important paper,” says Severin Borenstein, a professor at the Haas School of Business at the University of California at Berkeley. “The fact that cars have muscled up rather than become more efficient in the last three decades is known, but Chris has done the most credible job of measuring that tradeoff.” Adds Borenstein: “This paper should get a lot of attention when policymakers are thinking about what is achievable in improved automobile fuel economy.”

Indeed, Knittel asserts, given consumer preferences in autos, larger changes in fleet-wide gas mileage will occur only when policies change, too. “It’s the policymakers’ responsibility to create a structure that leads to these technologies being put toward fuel economy,” he says.

Among environmental policy analysts, the notion of a surcharge on fuel is widely supported. “I think 98 percent of economists would say that we need higher gas taxes,” Knittel says.

Instead, the major policy advance in this area occurring under the current administration has been a mandated rise in CAFE standards, the Corporate Average Fuel Economy of cars and trucks. In July, President Barack Obama announced new standards calling for a fleet-wide average of 35.5 mpg by 2016, and 54.5 mpg by 2025.

According to Knittel’s calculations, the automakers could meet the new CAFE standards by simply maintaining the rate of technological innovation experienced since 1980 while reducing the weight and horsepower of the average vehicle sold by 25 percent. Alternately, Knittel notes, a shift back to the average weight and power seen in 1980, along with a continuation of the trend toward greater fuel efficiency, would lead to a fleet-wide average of 52 mpg by 2020.

That said, Knittel is skeptical that CAFE standards by themselves will have the impact a new gas tax would. Such mileage regulations, he says, “end up reducing the cost of driving. If you force people to buy more fuel-efficient cars through CAFE standards, you actually get what’s called ‘rebound,’ and they drive more than they would have.” A gas tax, he believes, would create demand for more fuel-efficient cars without as much rebound, the phenomenon through which greater efficiency leads to potentially greater consumption.

Fuel efficiency, Knittel says, has come a long way in recent decades. But when it comes to getting those advances to have an impact out on the road, there is still a long way to go.