Randall Parker, better known as FuturePundit, recently wrote a characteristically provocative and smart post on a new book by Christopher Steiner on the transformative effects expensive gasoline might have on our economy. After reading the post, I ordered Steiner’s $20 Per Gallon and I read it over the course of a day. I enjoyed it so much that I actually brought it with me to a friend’s party, where I finished it in lieu of socializing like a normal human being. Given my love of interacting with people, this is a strong recommendation. The book isn’t flawless: Steiner shares some of my own writing tics, including an overuse of parentheticals. But you can get polished prose anywhere: this book is a delight, particularly for those of you who, like me, have a futurist bent. This is despite the fact that like Parker, I disagree with many aspects of Steiner’s analysis. I’m happy to report that Ryan Avent, a liberal blogger who is very interested in questions surrounding transportation and housing, has also weighed in on Parker’s post. There is much to discuss.
What will the next American economy look like? More specifically, where will the jobs come from? Most of the answers we’ve seen so far, e.g., green-collar jobs, strike me as disconcertingly thin.
Those are the really deep public policy questions, the ones that underlie all of the others. Steiner’s book is essentially an answer to this question: as the title suggests, he takes as a given that we are at the start of a long process that will see the cheap oil that fuels industrial civilization become prohibitively expensive. Plenty of smart people, including Mark Mills, believe that this premise is incorrect. Mills writes:
We know one thing for sure about the impact of a mere $150-a-barrel oil, never mind $800 a barrel. Engineers, entrepreneurs, hustlers and big staid energy companies have found myriad ways to produce more oil in forbidding places and forms, use oil more efficiently and make oil-like liquids out of everything from sands and rocks (shale oil) to algae and left-over French fry cooking oil.
The techno-optimist Amory Lovins, in contrast, argues that demand for oil will simply fizzle out as attractive, low-cost alternatives emerge. All the same, Steiner’s thought experiment is a valuable one.
Each chapter is organized by price (Chapter $6, Chapter $8, etc.) and focuses on an oil-dependent sector of the economy and how it might evolve in response to steadily increasing prices. A few sections leapt out at me as particularly interesting:
(1) Long before we reach $20 per gallon, most major airlines will go bust. Boeing’s breakthrough 787 won’t be nearly enough to save airlines with crippling labor and fuel costs. The airlines that survive, like Southwest and JetBlue, will charge far more than they do today for a smaller number of flights. This won’t just transform business travel and tourism — it will make it more difficult to stay in touch with far-flung siblings and grandparents and friends. Air travel has done a tremendous amount to facilitate labor mobility. A world with much less of it would work very differently.
(2) Steiner suggests that rising energy prices might spark a domestic manufacturing revival. An important thing to keep in mind, however, is that a big driver of declining employment in manufacturing, in the United States and in China, has been rising productivity. As labor costs dwindle as a share of the cost of sophisticated manufactured goods and energy costs rise, domestic production becomes more appealing; and yet this might not mean big increases in the share of the labor force devoted to manufacturing, as much of this domestic production will be mechanized. Moreover, one wonders if we might see, as Parker suggests, nuclear-powered cargo ships.
(3) As a rail enthusiast, I was particularly pleased by Steiner’s sense that we’re about to see a rail revival. I actually think that this might happen in the absence of a huge price spike in gasoline, as long-distance freight rail already has massive advantages over trucking. My New America colleague Phil Longman has written a great deal about the benefits of investing in rail infrastructure.
(4) Given that large swathes of the interior are capable of generating huge amounts of wind power, many, including T. Boone Pickens, have called for high-transmission lines from these regions to cities. The downside is that a great deal of power is lost to resistance as it travels over long distances. Steiner spoke to an entrepreneur in Iowa who hopes to use wind power to make ammonia fertilizer. The idea of sparking an industrial renaissance in the interior has an obvious appeal.
Steiner also discusses the prospects for industrial agriculture and dense urban living among many other things. As Parker suggests, Steiner doesn’t seem to fully appreciate the appeal of low-density living, and he seems convinced that organic and local approaches to food are going to prove more common in a post-oil world than more aggressive genetic modification of crops. I can easily imagine a world in which we eat more in-vitro meat and we grow crops in high-tech hydroponic vertical farms. But regardless, $20 Per Gallon is brimming with ideas.