Diesel has climbed to about $6.52 a gallon, up 76 percent from a year ago, according to AAA figures. The spike follows the wars in Iran and Ukraine and has put Republican lawmakers under pressure ahead of the November midterms. On Tuesday, Trump told reporters that he has advised his team, “Let’s not send out the diesel.” On Wednesday, POLITICO—which was recently banned from the White House for peddling “fake news”—reported sources as saying a 90-day ban on diesel exports is being prepared.
The White House has denied POLITICO‘s report. However, Treasury Secretary Scott Bessent has confirmed the administration is examining whether a full or partial export ban would work, and between that confirmation and Trump’s statement to reporters on Tuesday, it seems as though a fierce fight over the policy within the administration is underway. Its most determined opponent appears to be Chris Wright, the Energy Secretary, who has said it “definitely” would not work. Worse, he argues, it would actually increase prices, because, “If you can’t export the diesel that comes out of our refineries, you run out of places to store it, and you have to reduce U.S. refining, which would put upward pressure on gasoline prices and jet fuel prices.”
Who’s right? The National Pulse has looked over the data and the results of the similar oil export ban in place from the 1970s until 2015, and the record is on the Energy Secretary’s side.
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How Export Bans Backfire.
It seems intuitive that banning diesel exports would keep more fuel in the domestic market, leading to extra supply and lower prices. But when Wright, a mechanical engineer with a background in fracking, nuclear, and mining, has the numbers in his favor when he warns that this extra supply would have nowhere to go.
The American Fuel & Petrochemical Manufacturers (AFPM) noted last week that U.S. refineries were producing about 5.3 million barrels a day of distillate, while domestic demand averaged about 3.6 million barrels. It is that surplus that makes the United States the world’s largest diesel exporter, bringing billions in foreign spending into the U.S. economy and lowering the trade deficits that the Trump administration has trying to balance out. Block the exports, and the barrels have nowhere to go. Storage fills, production gets cut, and Americans are soon facing higher prices at the pumps, not a glut of cheap fuel.
This is why 36 industry and business groups, including AFPM, the American Petroleum Institute (API), the Business Roundtable, and the U.S. Chamber of Commerce, wrote to President Trump this week urging him to reject an export ban. “Export bans would lead to less fuel production, tighter supplies, and rising costs for American families, farmers, and truckers,” they warned, adding: “An export ban would require refineries to throttle utilization to reduce diesel production to equal domestic demand. Falling utilization would result in less gasoline and jet fuel production and higher prices for those products as well… This could not come at a worse time for consumers as home heating oil season is about to begin.”
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Washington Already Ran This Experiment.
The objections to a diesel export ban are not theoretical. Congress already ran this experiment for almost 40 years with its ban on exporting crude oil, lifted only a little over a decade ago in December 2015.
In 2022, the American Petroleum Institute (API) and the American Exploration and Production Council (AXPC) released a retrospective analysis comparing the results of the ban’s removal against a hypothetical in which it had stayed in place, and the results were unequivocal: U.S. crude production had increased by 1.8 billion barrels over those six years; global crude prices were averaging $1.93 a barrel lower; and U.S. gasoline prices were averaging 4.6 cents a gallon lower. Meanwhile, consumer spending on refined products and natural gas was $92 billion lower. The study put the GDP gain at $161 billion, the employment gain at an average of 48,000 jobs, and the trade-balance improvement at $178 billion.
Put simply, as U.S. crude prices moved toward international benchmarks and drilling increased, global supply rose, and U.S. product prices, which track internationally traded fuel markets, came down with that extra supply.
The Energy Information Administration reached similar conclusions before the ban was lifted in December 2015, projecting earlier in the year that removing crude export restrictions would leave U.S. gasoline prices unchanged or slightly lower. All the evidence points in the same direction: more U.S. oil reaching the world market did not increase American pump prices; it lowered them.
Crippling Your Customers.
The United States exported a record 1.6 million barrels a day of diesel in August. Top buyers included Brazil, Chile, Mexico, Peru, Morocco, France, and the United Kingdom. With Russia restricting diesel exports and supplies from the Middle East disrupted by the conflicts in Iran and Yemen, American producers are in a stronger position than ever, particularly in Europe.
Figures from Kpler, a commercial data company that tracks physical commodity shipments, indicates that the United States supplied more than half of diesel imports into EU countries and the United Kingdom in August. Separate Kpler figures cited this week put August U.S. diesel arrivals in Europe at about 506,000 barrels a day.
America First conservatives may take a dim view of Britain’s Labour government and the European Union, but allies running short of diesel do not keep buying American goods at the same pace. Freight, farms, factories, and generators all run on distillate. Customers who cannot move American goods will buy fewer American goods, cutting into the bottom line for sales of U.S. agricultural products, machinery, LNG, and many other exports. Cutting off Latin American buyers could disrupt food supply chains that feed back into U.S. grocery prices, one of the last things an administration keen to bring down everyday inflation needs.
Cutting off customers overseas now would have long-term ramifications far beyond 90 days. Buyers value reliability, and as Wright said in May, “We can’t be a major energy exporter to the world if we decide sometimes to stop exporting our energy.”
In short, shutting down U.S. diesel exports would strand product, threaten gasoline and jet fuel supplies, harm allied nations, and drive away customers who buy American fuel and American goods. Wrights says the “blunt tool of banning diesel exports definitely doesn’t work.” The available evidence says he is right.
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