Gas War: U.S. Oil Companies Accused of Price Fixing With OPEC, Increasing Inflation

Matt Posky
by Matt Posky

Last week, the Federal Trade Commission (FTC) shared documents that would seem to suggest that U.S. shale oil firms purposefully colluded with the government of Saudi Arabia to fix oil prices between 2021 and 2023. The report was followed by a piece from BIG journalist Matt Stoller alleging that American oil companies and Saudi leadership likely cost the average American household $3,000 via fuel price hikes and the subsequent inflation created by artificially spiking the market.


Stoller alleges that price fixing between oil companies and the government of Saudi Arabia effectively forced prices to spike after their 2020 slump and are responsible for an estimated 27 percent of all monetary inflation for the following year.


His investigation comes in tandem with the FTC investigation looking into the $60 billion Exxon-Pioneer merger. The concern was that the companies were effectively creating a monopoly in what’s already a business sector composed largely of massive multi-national corporations. But the FTC permitted the merger, provided that a certain former Pioneer CEO wasn’t allowed to have a seat on the executive board.


From BIG:


Yesterday, the Federal Trade Commission released evidence confirming that collusion played a serious role in hiking oil prices at that time. Pioneer Natural Resources CEO Scott Sheffield, a leader in the fracking field, “exchanged hundreds of text messages with OPEC representatives and officials discussing crude oil market dynamics, pricing and output.” Sheffield was explicit about his goal, saying that “if Texas leads the way, maybe we can get OPEC to cut production. Maybe Saudi and Russia will follow. That was our plan,” he said, adding: “I was using the tactics of OPEC+ to get a bigger OPEC+ done.” He talked to shareholders, publicly threatened rivals, and ultimately achieved output cuts across the industry regardless of price. “Even if oil gets to $200/barrel,” he said, “the independent producers are going to be disciplined.”
There’s more about Sheffield in the FTC complaint, though a lot is redacted. Investment data bears out what the FTC found, with lower production despite variations in price.
Since the U.S. consumes 7 billion barrels of oil annually, the amount saved by shale oil drillers during their price war with OPEC was $140 billion to $210 billion a year. Once that price war ended, presumably so did the savings. The cost itself is likely a lot higher because pulling shale off the market when demand spiked probably caused prices to increase by much more than $20-30 a barrel. Anyway, we’re talking $500-1000 dollars of extra cost per year to Americans through direct and indirect effects of this conspiracy. This cost shows up most obviously in the form of more expensive gas, but higher oil prices increase the price of everything right down to potato chips because of gas being a primary cost in distribution of goods and services. For a family of four, that’s two to four thousand dollars a year in higher costs.


However, we don’t want to oversimplify the issue by suggesting this was the singular factor in how we got to where we are today.


Getting the ball rolling was the United States government pushing through repeated multi-billion dollar spending packages in recent years, including the ironically named Inflation Reduction Act. These choices undoubtedly played a major role in all of this by diluting the value of the dollar. The same is true in other nations where decisions were made that harmed GDP or resulted in spending more money than governments technically had.


Meanwhile, corporations were smelling blood in the water globally and undoubtedly noticed they could use rising inflation as an excuse to jack up their own prices after 2020. We’ve seen such allegations launched against major food producers, automakers, and now oil companies. Stoller estimated that large corporations saw about $700 billion in profits they otherwise wouldn’t have in 2021 and that it added about 60 percent of the inflation witnessed above normal.


There were a lot of contributing businesses. Oil companies and food producers just happened to be responsible for the largest share of the pie and is alleged to be the result of industry price fixing.


Unfortunately, one industry jacking up prices to maximize profitability has a tendency to impact the rest of the market (something Stoller mentioned) and what could have previously been excused as a bout of corporate greed starts to have unavoidable ramifications. In the case of oil, higher prices means more expensive fuel and higher shipping costs. But it also might mean fewer people are willing to take their summer vacation, further reducing the earning potential of brick-and-mortar stores who now have less disposable incomes of their own. This continues until literally every industry within a given market is being impacted.


In the case of oil companies, production costs have actually declined over the last decade with the per barrel price of crude dropping by at least $20 dollars on average. We’ve also increased the frequency of drilling permits under the Biden administration, despite campaign assertions that he would be going to war with the oil industry as part of the White House environmental agenda. But those companies continue to earn record-setting profits, undermining any claims the Biden administration has to make on the subject. Ironically, it’s actually the oil companies themselves that have walked back production as a way to maintain higher prices.


Government regulators that are supposed to help prevent these exact things from happening likewise don’t appear to be doing their jobs. Monopolies that wouldn’t have been deemed acceptable in prior eras have become the norm and modern regulations are often so expensive to comply with that only the largest companies of a given industry can afford to.


As you might have imagined, lawsuits are already being worked up based on the details in the FTC report. But the law hasn’t had the best track record for actually dealing with antitrust or industry cartel suits and these things take years to push through the courts. The typical solution is that large settlement payouts are made, with enough money left over for the relevant bad actor to keep their incentive to try something similar in the coming years — perhaps a little more carefully.


But did these oil companies actually collude with the Saudi government or are things being taken out of context? From the evidence provided, that certainly seems to be the case if the communications in the report are indeed true.


However, Stoller claimed real action will only come if the matter becomes a political issue. While neither side is actually doing much to prevent the oil sector from acting badly, there’s a chance one of them (presumably the Democrats) could use this issue to make antitrust rules a major campaign item. But this likewise presumes they’ll be sufficient public awareness for that to matter and we haven’t seen this story gaining much traction in mainstream media, despite the majority of the relevant evidence coming straight from federal regulators.


[Image: Maridav/Shutterstock]

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Matt Posky
Matt Posky

A staunch consumer advocate tracking industry trends and regulation. Before joining TTAC, Matt spent a decade working for marketing and research firms based in NYC. Clients included several of the world’s largest automakers, global tire brands, and aftermarket part suppliers. Dissatisfied with the corporate world and resentful of having to wear suits everyday, he pivoted to writing about cars. Since then, that man has become an ardent supporter of the right-to-repair movement, been interviewed on the auto industry by national radio broadcasts, driven more rental cars than anyone ever should, participated in amateur rallying events, and received the requisite minimum training as sanctioned by the SCCA. Handy with a wrench, Matt grew up surrounded by Detroit auto workers and managed to get a pizza delivery job before he was legally eligible. He later found himself driving box trucks through Manhattan, guaranteeing future sympathy for actual truckers. He continues to conduct research pertaining to the automotive sector as an independent contractor and has since moved back to his native Michigan, closer to where the cars are born. A contrarian, Matt claims to prefer understeer — stating that front and all-wheel drive vehicles cater best to his driving style.

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  • Master Baiter Master Baiter on May 09, 2024

    I thought we wanted high oil prices to reduce consumption, to save the planet from climate change. Make up your minds, Democrats.

    • See 2 previous
    • Master Baiter Master Baiter on May 09, 2024

      "D's want them high to reduce consumption."


      Not if there's an election coming up.

  • Bd2 Bd2 on May 10, 2024

    Eh, the Dollar has held up well against most other currencies and the IRA is actually investing in critical industries, unlike the $6 Trillion in pandemic relief/stimulus which was just a cash giveaway (also rife with fraud).


    What Matt doesn't mention is that the price of fuel (particularly diesel) is higher relative to the price of oil due to US oil producers exporting records amount of oil and refiners exporting records amount of fuel.


    US refiners switched more and more production to diesel fuel, which lowers the supply of gas here (inflating prices).


    But shouldn't that mean low prices for diesel?


    Nope, as refiners are just exporting the diesel overseas, including to Mexico.

  • Pau65792686 I think there is a need for more sedans. Some people would rather drive a car over SUV’s or CUV’s. If Honda and Toyota can do it why not American brands. We need more affordable sedans.
  • Tassos Obsolete relic is NOT a used car.It might have attracted some buyers in ITS DAY, 1985, 40 years ago, but NOT today, unless you are a damned fool.
  • Stan Reither Jr. Part throttle efficiency was mentioned earlier in a postThis type of reciprocating engine opens the door to achieve(slightly) variable stroke which would provide variable mechanical compression ratio adjustments for high vacuum (light load) or boost(power) conditions IMO
  • Joe65688619 Keep in mind some of these suppliers are not just supplying parts, but assembled components (easy example is transmissions). But there are far more, and the more they are electronically connected and integrated with rest of the platform the more complex to design, engineer, and manufacture. Most contract manufacturers don't make a lot of money in the design and engineering space because their customers to that. Commodity components can be sourced anywhere, but there are only a handful of contract manufacturers (usually diversified companies that build all kinds of stuff for other brands) can engineer and build the more complex components, especially with electronics. Every single new car I've purchased in the last few years has had some sort of electronic component issue: Infinti (battery drain caused by software bug and poorly grounded wires), Acura (radio hiss, pops, burps, dash and infotainment screens occasionally throw errors and the ignition must be killed to reboot them, voice nav, whether using the car's system or CarPlay can't seem to make up its mind as to which speakers to use and how loud, even using the same app on the same trip - I almost jumped in my seat once), GMC drivetrain EMF causing a whine in the speakers that even when "off" that phased with engine RPM), Nissan (didn't have issues until 120K miles, but occassionally blew fuses for interior components - likely not a manufacturing defect other than a short developed somewhere, but on a high-mileage car that was mechanically sound was too expensive to fix (a lot of trial and error and tracing connections = labor costs). What I suspect will happen is that only the largest commodity suppliers that can really leverage their supply chain will remain, and for the more complex components (think bumper assemblies or the electronics for them supporting all kinds of sensors) will likley consolidate to a handful of manufacturers who may eventually specialize in what they produce. This is part of the reason why seemingly minor crashes cost so much - an auto brand does nst have the parts on hand to replace an integrated sensor , nor the expertice as they never built them, but bought them). And their suppliers, in attempt to cut costs, build them in way that is cheap to manufacture (not necessarily poorly bulit) but difficult to replace without swapping entire assemblies or units).I've love to see an article on repair costs and how those are impacting insurance rates. You almost need gap insurance now because of how quickly cars depreciate yet remain expensive to fix (orders more to originally build, in some cases). No way I would buy a CyberTruck - don't want one, but if I did, this would stop me. And it's not just EVs.
  • Joe65688619 I agree there should be more sedans, but recognize the trend. There's still a market for performance oriented-drivers. IMHO a low budget sedan will always be outsold by a low budget SUV. But a sports sedan, or a well executed mid-level sedan (the Accord and Camry) work. Smaller market for large sedans except I think for an older population. What I'm hoping to see is some consolidation across brands - the TLX for example is not selling well, but if it was offered only in the up-level configurations it would not be competing with it's Honda sibling. I know that makes the market smaller and niche, but that was the original purpose of the "luxury" brands - badge-engineering an existing platform at a relatively lower cost than a different car and sell it with a higher margin for buyers willing and able to pay for them. Also creates some "brand cachet." But smart buyers know that simple badging and slightly better interiors are usually not worth the cost. Put the innovative tech in the higher-end brands first, differentiate they drivetrain so it's "better" (the RDX sells well for Acura, same motor and tranmission, added turbo which makes a notable difference compared to the CRV). The sedan in many Western European countries is the "family car" as opposed to micro and compact crossovers (which still sell big, but can usually seat no more than a compact sedan).
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