Regulating Robotaxis

In several sunbelt cities, commercial robotaxi service has arrived. The leading robotaxi company is providing over 400,000 trips per week. The industry claims that robotaxis will save lives and provide convenient and affordable mobility. Critics counter that they will increase congestion, undermine transit, and subject the public to ubiquitous surveillance. We argue that the social impact of robotaxis depends on how they are regulated. We emphasize two points missing from the debate. First, some of the benefits of robotaxis may be political rather than technological—some longstanding public policy goals may become viable in a robotaxi world. Second, letting one private company dominate the transportation system risks monopoly abuse—and regulators can act now to prevent it.

In this Article, we offer a plan to regulate robotaxis. Carefully crafted externality regulation can address pollution, congestion, wear-and-tear on infrastructure, and privacy risks while minimizing distortions in choices between travel modes. Regulators can promote competition by permitting open entry, banning lock-in contracts, and enabling one-stop access to competing networks. And they can protect riders even if competition fails by mandating that fares be transparent and rider-neutral and requiring that robotaxi companies maintain a fleet sufficient for emergencies. Policymakers should take advantage of robotaxi deployment to reimagine the transportation system—liberate land from the tyranny of parking, refocus mass transit investments on high-throughput routes, and expand mobility for people with low incomes and people with disabilities.

Introduction

This Article is about “robotaxis”—motor vehicles without human drivers that are available on demand to paying customers. For nearly a century, the personal motor vehicle has dominated the American conception of travel. Given this, it is easy to forget that we humans have always transported ourselves, our goods, and our messages using a mix of travel modes. Even motorists, after all, become pedestrians after they park. And since the average household vehicle has an occupancy of only 1.5 persons,1Vehicle Technologies Office, FOTW #1333, March 11, 2024: In 2022, the Average Number of Occupants Per Trip for Household Vehicle in the United States Was 1.5, U.S. Dep’t of Energy (Mar. 11, 2024), https://www.energy.gov/eere/vehicles/articles/fotw-1333-march-11-2024-2022-average-number-occupants-trip-household [perma.cc/MX3A-XAEW]. it is also easy to overlook that many of these other modes were and are shared services—carriages, steamboats, trains, streetcars, buses, and taxis—in which the user is not the operator.2Indeed, there is even ample precedent for “driverless” transport: clever horses and other animals that return home on their own (with or without a rider), rivers of logs floating from forests to mills, carrier pigeons delivering messages in war, elevators that outgrew their attendants, Morgantown’s people mover that just turned fifty years old, and automated metro lines that soon followed.

Today, however, “automated vehicle” has become nearly synonymous with “robotaxi.” This is largely because of automated driving’s market leader in the United States, Waymo, as well as its competitors in China. Waymo currently deploys its automated vehicles only in fleets. In Atlanta, Austin, San Francisco, Phoenix, Los Angeles, and Miami, anyone with a smartphone can hail a ride in a robotaxi—and the company promises more cities are coming soon.3See Waymo, https://waymo.com/waymo-one [perma.cc/4HLW-LF9F] (listing cities where Waymo services are currently available and announcing where services will be coming next). In parts of these cities, Waymo’s vehicles are ubiquitous: recently, the Waymo carrying one of us was unable to change lanes because the Waymo next to it refused to let it in—and there were even more Waymos ahead and behind.

Will the robotaxi come to supplant the personal motor vehicle as the twenty-first century’s defining local travel mode? Maybe.

Automated driving has potential advantages. Automated driving might be safer than conventional driving.4See infra Section I.A. People who are unable to drive may be able to ride. Passengers in automated vehicles could use their time more productively than drivers of conventional vehicles.5Bryant Walker Smith, Managing Autonomous Transportation Demand, 52 Santa Clara L. Rev. 1401, 1409–10 (2012) (discussing the value of automated driving given the value drivers place on their time). But these potential advantages apply when comparing many kinds of automated vehicles with conventional vehicles. When comparing robotaxis with personal automated vehicles,6It is also important to consider the possibility of aftermarket kits that allow owners of existing vehicles to convert them to automated operation. This could dramatically change the economics and timescales for AV adoption. they are less relevant. The case for robotaxis isn’t just that they are automated.

Should the robotaxi eclipse the personal car’s dominance? We answer this question with a qualified yes. There are compelling reasons to welcome robotaxis.

First, robotaxis could improve road safety even more than personal automated vehicles. This is because robotaxi fleets are likely to be and remain significantly newer than motor vehicles generally. The mean age of vehicles in the United States today is over twelve years—and growing.7Nishant Parekh & Todd Campau, Average Age of Vehicles Hits New Record in 2024, S&P Global (May 29, 2024), https://www.spglobal.com/mobility/en/research-analysis/average-age-vehicles-united-states-2024.html [https://perma.cc/DM3P-UTMP]. Simply shifting trips to newer conventional vehicles could have a significant safety benefit.8See Nat’l Highway Traffic Safety Admin., Learn the Facts About New Cars: Why Newer Cars Are Safer Than Ever Before 1 (2020). Shifting them to automated vehicles that are carefully maintained and regularly replaced could have an even greater benefit.

Second, robotaxis could improve accessibility—at least in some senses of the term. They could compete on time and cost, for both riders and system operators, with suburban and rural mass transit that has low ridership and long headways. They could better serve some people who are unable to drive because of income9This is mixed. For a while it may be cheaper to buy an older used car and drive it than to pay for the same amount of travel in a robotaxi—and once one owns that car, the marginal cost of a trip is even cheaper. At the same time, not everyone can afford even that older car. Analogously, even though buying a monthly bus pass tends to be much cheaper than buying single rides, some public transit users buy single tickets because they cannot afford the upfront cost of a monthly pass. or disability.10To date, though, humans have tended to outperform robots in managing the wide range of human mobility needs and limitations. See Douglas Weber & Amos Matsiko, Assistive Robotics Should Seamlessly Integrate Humans and Robots, 8 Sci. Robotics 1 (2023), https://www.science.org/doi/10.1126/scirobotics.adl0014 [https://doi.org/10.1126/scirobotics.adl0014]; Linda Sørensen, Dag Thomas Johannesen & Hege Mari Johnsen, Humanoid Robots for Assisting People with Physical Disabilities in Activities of Daily Living: A Scoping Review, 37 Assistive Tech. 203 (2024), https://www.tandfonline.com/doi/full/10.1080/10400435.2024.2337194 [https://doi.org/10.1080/10400435.2024.2337194]. They might be more reliable than an old car in frequent need of repair.

Third, careful integration of robotaxis might unlock smarter uses of streets and city centers. Robotaxis might obviate the demand for much on-street parking, and that space might in turn be used not only for the much greater queuing zones that pickup and drop-off would require but also for sidewalks, bicycle lanes, and parklets. Robotaxis might also reduce demand for much off-street parking, and that space might in turn be used not only for robotaxi queues and depots but also for more parks, homes, and businesses.

Nonetheless, there are also reasons for caution—and therefore for careful and proactive regulation.

First, robotaxis are likely to compete not only with personal automobiles but also with walking, biking, and communal transit. The history of Uber and Lyft—which are often called Transportation Network Companies (“TNCs”)—is illustrative. As we discuss below, one of the biggest policy challenges is approaching automated driving in a way that appropriately reflects both any advantages it ultimately offers vis-à-vis conventional driving and any disadvantages it presents vis-à-vis more active and communal modes of travel.

Second, reducing the costs of travel, in money and time, may encourage more sprawl and more automotive travel. These could, in turn, create even more local, regional, and global pollution. It is important to remember that there is no such thing as a “zero-emission vehicle.” Even electric vehicles need to get their power from somewhere. And, although it is true that electric vehicles with no tailpipe have no “tailpipe emissions,” they are sources of other pollution. Tires, for example, wear out through contact with the road surface, and this wear is a major source of microplastics.11See Virginia Gewin, Tracking Tire Plastics—and Chemicals—From Road to Plate, Civ. Eats (July 16, 2024), https://civileats.com/2024/07/16/tracking-tire-plastics-and-chemicals-from-road-to-plate (citing David Mennekes & Bernd Nowack, Tire Wear Particle Emissions: Measurement Data Where Are You?, Sci. of Total Env’t, July 15, 2022, at 1, 2 (indicating that tire particles make up between twenty-four and thirty percent of microplastics in Germany, fifty-four percent in China, sixty-one to seventy-nine percent in Sweden, and ninety-four percent in Switzerland)).

Third, these and other externalities are likely to be borne by people other than robotaxi developers, operators, and users. A disabled person who needs assistance boarding a conventional vehicle could be harmed if private robotaxi service replaces mass transit that is subject to more stringent accessibility requirements. People around the world could see their food become more expensive if even greater sprawl further reduces arable land. People who are conducting their lives in public may be subject to greater public and private surveillance if automated driving companies use or share their sensor data for purposes other than driving.12See Bryant Walker Smith, Jeffrey Michael & Johnathon Ehsani, Ideal Enforcement: How Do We Achieve Optimal Enforcement of Traffic Law as Ubiquitous Enforcement Becomes Technologically Conceivable?, 30 Mich. Tech. L. Rev. 1, 7 (2024). Secluded door-to-door trips may also reduce the random social interactions that are important to individual and community vitality.

What we have said about robotaxis so far should be familiar. In this Article, we emphasize two points that are new—one an underappreciated reason to welcome robotaxis, the other an underappreciated reason for concern.

Robotaxis, at least at this moment, could be a political expedient for implementing policies that are otherwise viewed as politically challenging.13Our discussion of this point is based on Bryant Walker Smith, Ethics of Artificial Intelligence in Transport, in The Oxford Handbook of Ethics of AI 670, 672–75 (Markus D. Dubber, Frank Pasquale & Sunit Das eds., 2020); see also Transforming Transp. Advisory Comm., Formal Recommendations of the Transforming Transportation Advisory Committee to the US Department of Transportation on Artificial Intelligence, Automated Driving, Project Delivery, and Innovation for Safety 91–92 (2024) (arguing that conventional driving should be held to the same standards of safety, health, equity, sustainability, financial responsibility, and incident recording as automated driving, but recognizing that this may not be politically viable). The problems of America’s reliance on the personal motor vehicle are well-known: crash deaths and injuries, pollution, and sprawl, among others. Policy solutions are also well-known: consistent automated enforcement of safety-relevant traffic rules, insurance minimums that reflect the true cost of injury, taxes on fueling and charging that capture the externalities of energy consumption, parking rates that account for the value of the land used, and so forth. But implementing these policies for conventional vehicles, drivers, and driving may not sit well with the ninety-two percent of American households that have a motor vehicle.14Physical Housing Characteristics for Occupied Housing Units, U.S. Census Bureau, https://data.census.gov/table?q=car%20ownership [perma.cc/9JNT-MF4L] (indicating that 8.5% of households do not have a vehicle).

In contrast, automated driving is not yet politically entrenched.15See generally David Collingridge, The Social Control of Technology (1980) (introducing what has become known as the Collingridge dilemma); Matthew T. Wansley, Regulation of Emerging Risks, 69 Vand. L. Rev. 401, 412–15 (2016) (arguing that there is often a narrow political window for regulating emerging technologies before a fledgling industry becomes entrenched in the political process). Automated vehicles have so far been deployed only in fleets, which facilitates regulation. Fleet owners are better able to comply with complex rules than individual vehicle owners, and regulators may face less (or at least a different kind of) political resistance when they impose burdens on fleet owners than when they impose similar burdens on tens of millions of individual vehicle owners. This partly explains why the U.S. Department of Transportation and states such as California have demanded much more from automated driving developers than they have from ordinary noncommercial vehicle owners and drivers, such as expanded incident reporting at the federal and state levels and higher insurance minimums at the state level.16See infra Sections I.D.1–2.

But this moment is fleeting: if robotaxis and automated driving features become more widespread and popular, imposing new requirements will become correspondingly more difficult. This is a lesson that many cities still remember from the early and ultimately successful efforts of Uber to change the facts on the ground before governments could enforce existing rules or devise new ones.17Anticipatory governance is more philosophically and pragmatically attractive to European governments than to the U.S. government. To cite three examples: First, it is easier for the U.S. Department of Transportation’s National Highway Traffic Safety Administration (NHTSA) to use its investigatory and recall authority than to use its rulemaking authority. See Nat’l Highway Traffic Safety Admin., Understanding NHTSA’s Regulatory Tools 3 (2017) (noting that, out of regulatory tools available to the agency, rulemaking “generally takes the longest time to complete”). Second, Europe applies its vehicle safety standards through premarket approval, whereas the United States applies its through self-certification; although often overstated, there are real differences between the two. Contrast id. at 2 (describing “self-certification system of compliance, in which vehicle and equipment manufacturers certify that their products meet applicable standards”), with Questions and Answers: New EU Type-Approval Rules for Safety and Cleaner Cars, Eur. Comm’n (Aug. 30, 2020), https://ec.europa.eu/commission/presscorner/detail/en/qanda_20_1534 [https://perma.cc/Q6HX-5ME9] (discussing focus on “pre-market compliance checks of vehicles that come off the manufacturing assembly line”). Third, Europe tends to embrace the “precautionary principle,” which the United States deliberately downgrades to the “precautionary approach.” This striking difference in philosophy is evident in one sentence of a 2022 resolution by the United Nations’s Global Forum for Road Traffic Safety, “[n]oting that when introducing new technologies impacting road traffic, there is a need to take into account the relevant scientific evidence in order to continue to improve road traffic safety.” Glob. F. for Rd. Traffic Safety, U.N. Econ. Comm’n for Eur., Resolution on Safety Considerations for Activities Other Than Driving Undertaken by Drivers When Automated Driving Systems Issuing Transition Demands Exercise Dynamic Control 1 (2022), https://unece.org/sites/default/files/2022-11/Road%20Safety%20Brochure_EN.pdf. This preambular statement was embraced by U.S. and European delegations—but only because the former interprets it to mean that regulation should come after real-world data and the latter interprets it to mean that regulation should regulation should come before real-world data.

And that observation brings us to our new reason for concern. If robotaxis take off, a small number of corporations may come to control large parts of the transportation system. Robotaxi companies benefit from economies of scale and network effects, so the robotaxi market may be highly concentrated. That’s what we’ve seen in the TNC market.18See Karina M. Wyman, Taxi Regulation in the Age of Uber, 20 N.Y.U. J. Legis. & Pub. Pol’y 1, 15 (2017). In most U.S. cities, Uber and Lyft have formed a duopoly.19See Michal Kaczmarski, Uber vs. Lyft: Who’s Tops in the Battle of U.S. Rideshare Companies, Bloomberg Second Measure (Apr. 15, 2024), https://secondmeasure.com/datapoints/rideshare-industry-overview [https://perma.cc/FKF5-QFT9]. They cannot abuse their market power too much because they face competition from other travel modes. If they jack up their fares, many travelers can take a taxi or transit or just drive their own vehicle. But if robotaxis put other modes of transportation out of business, the risk of monopoly abuse will rise. In the absence of regulation, these companies’ interests may not be aligned with the public good.

In this Article, we propose a plan to regulate robotaxis that takes advantage of the opportunity they present to redesign mobility while protecting the public from concentrated private power.

There is a robust literature on the law of automated driving, but most of it focuses on tort liability20See Kenneth S. Abraham & Robert L. Rabin, Automated Vehicles and Manufacturer Responsibility for Accidents: A New Legal Regime for a New Era, 105 Va. L. Rev. 127, 145–71 (2019); Mark A. Geistfeld, A Roadmap for Autonomous Vehicles: State Tort Liability, Automobile Insurance, and Federal Safety Regulation, 105 Calif. L. Rev. 1611, 1632–60 (2017). See also David C. Vladeck, Machines Without Principals: Liability Rules and Artificial Intelligence, 89 Wash L. Rev. 117 (2014); Bryant Walker Smith, Automated Driving and Product Liability, 2017 Mich. St. L. Rev. 1 (2017); Matthew Wansley, The End of Accidents, 55 U.C. Davis L. Rev. 269 (2021). and safety regulation.21See, e.g., Mark A. Geistfeld, The Regulatory Sweet Spot for Autonomous Vehicles, 53 Wake Forest L. Rev. 101 (2018); Bryant Walker Smith, Automated Vehicles Are Probably Legal in the United States, 1 Tex. A&M L. Rev. 411 (2014) [hereinafter Probably Legal]; Bryant Walker Smith, Regulation and the Risk of Inaction, in Autonomes Fahren 593 (Markus Maurer et al. eds. 2015); Matthew T. Wansley, Regulating Driving Automation Safety, 73 Emory L.J. 505 (2024). There has been little discussion of the other regulatory issues that policymakers must confront.22There is some helpful work on robotaxi regulation from an urban policy perspective. See Manuel Alcalá Kovalski, Yonah Freemark, Christina Stacy & Alena Stern, Steering Autonomous Vehicles Toward Equity (2023); N.Y.U. Rudin Ctr. Transp., Principles for Autonomous Urbanism (2023); Bryant Walker Smith, How Governments Can Promote Automated Driving, 47 N.M. L. Rev. 99 (2017). But some states are already acting. California has developed and implemented robotaxi-specific regulations, and Arizona has applied its pre-existing ridehailing regulations to robotaxis.23See infra Section I.D. We consider both of these approaches to illuminate the choices these states have made and to propose reforms relevant to our analysis.

Our argument proceeds in four Parts.

In Part I, we explain what we know about robotaxis so far—the technologies, the economics, the prospects for wider adoption, and some of the layers of regulation that already apply to robotaxi service.

In Part II, we discuss externality regulation. The deployment of robotaxis could contribute to emissions, wear-and-tear on infrastructure, congestion, and privacy loss. But robotaxis could also reduce the social costs of transportation relative to personal motor vehicles. And it may be easier—both practically and politically—to regulate a few robotaxi companies than to regulate many drivers. Policymakers should take advantage of the ease of regulating robotaxis but take care not to create distortions that push riders to other modes of travel. We consider an electric vehicle mandate, a vehicle miles traveled (“VMT”) tax, congestion pricing, and restrictions on the use of robotaxi sensor data.

In Part III, we turn to rider protection. We start with the premise that the best way to protect riders is to encourage competition. If robotaxi companies compete in a carefully regulated market, riders could get lower fares, better service, and the fruits of more innovation. We also emphasize a less widely appreciated benefit of competition in robotaxis: more independent development of automated driving technologies could ultimately lead to the integration of redundant systems that are safer than systems developed by just one company. We argue that policymakers should promote competition by permitting open entry, banning lock-in contracts, and enabling one-stop access to competing networks.

We recognize, though, that even these policies may not prevent one company from dominating the market because the economies of scale and network effects favor concentration. And that dominance will take on additional social importance if robotaxis start to replace other modes of travel. We therefore propose a different set of policies to preserve rider autonomy even in a concentrated market. Regulators should mandate that robotaxi fares be transparent and rider-neutral. They should also require that, at some point, robotaxi companies individually or collectively are able to serve transportation demand in an emergency. We hope that by ensuring the public will be protected even in a concentrated robotaxi market policymakers can reduce the need for—and the attendant individual and social costs of—personal motor vehicle ownership.

Wide adoption of robotaxis could create the opportunity to redesign the transportation system. In Part IV, we offer some tentative suggestions on what this might look like. We envision a world where cities can reclaim space currently used for parking, giving more space to cyclists and pedestrians and liberating land for housing or other development. Cities can also refocus their investments in mass transit, replacing low-throughput routes and spending scarce dollars on high-throughput routes. The deployment of robotaxis should also create the opportunity to expand access. We think that carefully crafted subsidies can improve mobility for people with low incomes. And we explain how the National Highway Traffic Safety Administration (“NHTSA”) can use its authority over vehicle safety standards to encourage the development of automated vehicles that are accessible for people with disabilities. But we take a more skeptical approach to place-based subsidies. We don’t want robotaxis to usher in a new era of sprawl.

I. Robotaxis Today

Robotaxis are moving from R&D projects to commercial service. In this Part, we explain what is currently known about robotaxis. First, we introduce some of the technologies that make robotaxis possible. Second, we describe

the structure of the robotaxi market and the economics of operating a robotaxi service. Third, we consider the prospects for wider adoption. Fourth, we explain some of the layers of regulation that already apply to robotaxis.

A. Technologies

Robotaxis are automated vehicles deployed for commercial passenger service.24We recognize that SAE J3016 “deprecate[s]” the term “automated vehicle.” See SAE Int’l, J3016: Taxonomy and Definitions for Terms Related to Driving Automation Systems for On-Road Motor Vehicles 34 (2021) [hereinafter SAE J3016]. Nonetheless, we use it in a general sense to encompass a wide variety of automated driving applications. See Unif. Automated Operation of Vehicles Act 1 (Nat’l Conf. Comm’rs Unif. State L. 2019); Walker Smith, supra note 22, at 106–13. So does the U.S. Department of Transportation. See generally U.S. Dep’t of Transp. & Nat’l Sci. & Tech. Council, Ensuring American Leadership in Automated Vehicle Technologies (2020) (referring to “automated vehicles”). A robotaxi is equipped with an automated driving system (“ADS”)—a combination of sensors, computers, and software that can together perform the dynamic driving task.25See SAE J3016, supra note 24, at 6, 9 (defining “automated driving system” and “dynamic driving task”). SAE International is currently updating J3016. To oversimplify: every robotaxi in a company’s fleet is equipped with a copy of the same ADS—the same kind of sensors, the same kind of computers, and the same software.26This is an oversimplification because companies may have a variety of vehicle platforms (i.e., models) that require somewhat different ADS implementations, they may have different ADS hardware packages that require somewhat different ADS software calibrations, and they may have different versions of their ADS software. So in a sense, every robotaxi deployed by one company has the same driver.27This is not an oversimplification insofar as the ADS developer is the vehicle’s driver.

Cf. Unif. Automated Operation of Motor Vehicles Act, supra note 24, at 2 (“Under the act, a qualified entity declares to the state that it will be the legal driver for certain automated vehicles. Provided that it meets certain qualifications, this ‘automated driving provider’ might be an automated driving system developer, a vehicle manufacturer, a component supplier, a data provider, a fleet operator, an insurer, an affiliated firm, or another kind of market participant that has yet to emerge.”).

Each ADS has a unique operational design domain (“ODD”)—a set of specific environmental, geographic, and roadway conditions in which it is intended to operate.28SAE J3016, supra note 24, at 17 (defining “operational design domain”). Most ADSs on the road in the United States today function only in geofenced regions in a small number of warm-weather cities, though Chinese cities such as Beijing have both snow and robotaxis.29See Robotaxis Ready for Hire in Beijing, Straits Times (Nov. 22, 2024, 2:59 PM) https://www.straitstimes.com/asia/east-asia/robotaxis-ready-for-hire-in-beijing [https://perma.cc/92TW-VZHZ]; Bryant Walker Smith & Sven Beiker, We Rode in Dozens of Driverless Robotaxis in China. Here’s What We Saw — and our Advice for Other Curious Travelers, Bus. Insider (Jan. 31, 2026, 2:11 AM PT), https://www.businessinsider.com/the-ultimate-guide-for-taking-a-robotaxi-in-china-2026-2 [https://perma.cc/QH6G-DN72]. Even within those geofenced regions, ADSs may be restricted from driving

on specific roads. Waymo’s robotaxis, for example, aren’t taking many paying passengers on freeways.30See, e.g., Ricardo Cano, Waymo Robotaxis Are Now Driving on S.F. Freeways. What It Means for Company’s Bar Area Expansion, S.F. Chron. (Aug. 12, 2024), https://www.sfchronicle.com/sf/article/waymo-sf-freeways-19651970.php [https://perma.cc/92TW-VZHZ]; Waymo, Taking Riders Further, Safely with Freeways (Nov. 12, 2025), https://waymo.com/blog/2025/11/taking-riders-further-safely-with-freeways [https://perma.cc/K7DG-T867]; Press Release, Cal. Dep’t Motor Vehicles, California DMV Approves Mercedes-Benz Automated Driving System for Certain Highways and Conditions (June 8, 2023), https://www.dmv.ca.gov/portal/news-and-media/california-dmv-approves-mercedes-benz-automated-driving-system-for-certain-highways-and-conditions [https://perma.cc/VV94-VMEH]. In China, Baidu operates automated vehicles on freeways by integrating remote driving as needed. See Bryant Walker Smith, Comparing Robotaxis: Baidu’s Apollo and Alphabet’s Waymo, Stan. Ctr. for Internet & Soc’y: Blog (May 13, 2025), https://cyberlaw.stanford.edu/comparing-robotaxis-baidus-apollo-and-alphabets-waymo [https://perma.cc/D4QV-7BNM].

Unusual traffic situations—referred to as edge or corner cases—continue to challenge ADSs.31For a review of technical challenges in automated driving, see Philip Koopman, How Safe Is Safe Enough? 35–52 (2022). Robotaxis have fallen into a construction pit,32Baidu Robotaxi Falls into Construction Pit in China, Raising Safety Concerns, Reuters (Aug. 8, 2025), https://www.reuters.com/business/media-telecom/baidu-robotaxi-falls-into-construction-pit-china-raising-safety-concerns-2025-08-08 [https://perma.cc/KV7B-R6XK]. gotten stuck in a flooded road,33Brad Templeton, Waymos Get Stuck in Phoenix Flood, How Could They Do Better?, Forbes (Sep 29, 2025, 08:00 AM), https://www.forbes.com/sites/bradtempleton/2025/09/29/waymos-get-stuck-in-phoenix-flood-how-could-they-do-better [https://perma.cc/QT3N-UXJF]. parked in prohibited areas,34See Pamela Parker, Expert Details Ways to Tackle Waymo’s Parking Problem, ABC 7 News (Mar. 14, 2025), https://abc7news.com/post/waymos-parking-ticket-problem-expert-details-ways-tackle-bad-robotaxi-san-francisco/16023950 [https://perma.cc/5CUA-XDHM] (describing Waymo’s parking violations). and made an illegal U-turn at a sobriety checkpoint.35Michael Levenson & Laurel Rosenhall, When a Driverless Car Makes an Illegal U-Turn, Who Gets the Ticket?, N.Y. Times (Oct. 1, 2025), https://www.nytimes.com/2025/10/01/us/waymo-tickets-san-bruno.html [https://perma.cc/RRH2-MXMZ].

The companies developing automated driving technologies are designing their systems in different ways. Some companies use a suite of sensors that includes lidar, radar, and cameras.36Ekim Yurtsever, Jacob Lambert, Alexander Carballo & Kazuya Takeda, A Survey of Autonomous Driving: Common Practices and Emerging Technologies, 8 IEEE Access 58443, 58447 (2020); Waymo, Waymo Safety Report 14 (2021). Others purport to rely on cameras alone.37Tesla, 2025+ Model Y Owner’s Manual 102 (July 27, 2025) (describing how Autopilot relies on cameras to monitor the surrounding area and detect other vehicles, pedestrians, road markings, and obstacles such as barriers and curbs). Some companies create high-definition digital maps to help their systems understand the data they receive from the vehicle’s sensors.38See, e.g., Waymo, supra note 36, at 8. Others have designed their system to learn about their environment largely from the data they receive in real time with only a comparatively basic map.39See Pioneering a New Way to Solve Self-Driving with Embodied AI, Wayve, https://wayve.ai/technology (last visited Sep. 26, 2025) (describing how Wayve’s embodied AI system allows it to apply “‘learned’ driving skills to unexpected scenarios, even without prior training exposure”).

Companies also differ in how they structure their software. Some ADSs are modular, with different subsystems performing discrete tasks. For example, a modular ADS might include subsystems for localization, perception, behavior prediction, planning, and actuation.40See Yurtsever et al., supra note 36, at 58445–46. Each of these subsystems may or may not incorporate machine learning. Other ADSs, by contrast, have a “pure end-to-end” architecture. In these systems, a machine learning model takes in sensor data and puts out actuation commands.41Id. at 58446. Some companies are combining these approaches.42Timothy B. Lee, Waymo and Tesla’s Self-Driving Systems Are More Similar Than People Think, Understanding AI (Dec 17, 2025), https://www.understandingai.org/p/waymo-and-teslas-self-driving-systems [https://perma.cc/M36V-VREL]. Many deployments are likely to involve bounded flexibility—like putting a soft duffle bag inside a hardshell suitcase.

An ADS can create a digital record of its driving.43See, e.g., Waymo, supra note 36, at 18 (describing Waymo’s “system for collecting and analyzing data” from road encounters). This record can show the people, animals, and objects detected by the ADS’s sensors and the commands sent by its software, and the movement of nearby people and objects.44See Yurtsever et al., supra note 36, at 58461. Most robotaxis are also equipped with interior and exterior video cameras, which can record both passengers and the vehicle’s surroundings.45See id. at 58447–48, 58461 (describing use of external sensing cameras and internal driver-facing cameras). An ADS generates and processes an immense amount of data, and retaining all these data in their raw form may be impractical. Companies generally decide which data to collect, transmit, and retain. In the absence of a legal requirement, they may make pragmatic or strategic decisions about data retention, especially as they scale their operations.

The data that an ADS collects can feed back into development. When a robotaxi encounters a scenario of concern, the ADS can be tweaked to handle it better next time.46Waymo, supra note 36, at 18 (“Following a collision, we’re able to analyze all available data, including video and other sensor data, to evaluate factors that may have contributed to the incident, and we’re able to make appropriate software changes and update every vehicle in our fleet accordingly.”). The developer can test this update in computer simulations, on closed-course tracks, and then on public roads.47See Yurtsever et al., supra note 36, at 58462 (describing use of simulations for developing algorithms before road tests). Progress isn’t always linear.48This can be fraught. If an ADS developer discovers a danger in its software, does it (a) immediately update the software (at the risk of introducing a new issue), (b) suspend or limit the operation of its vehicles (at the risk of depriving people of vital mobility), (c) put its vehicles into a degraded operation mode (same), or (d) do nothing (at risk of the danger manifesting as harm)? Tweaks can introduce new errors.49See Koopman, supra note 31, at 82–83. But over time, a system’s performance should improve, and its ODD should expand.

In the 2010s, the industry was focused on R&D.50For a short history of automated driving development, see Matthew T. Wansley, Moonshots, 2022 Colum. Bus. L. Rev. 859, 899–913 (2023). When companies tested automated vehicles on public roads, they kept a “safety driver” behind the wheel.51See Andrew J. Hawkins, Waymo Is First to Put Fully Self-Driving Cars on US Roads Without a Safety Driver: Going Level 4 in Arizona, Verge (Nov. 7, 2017), https://www.theverge.com/2017/11/7/16615290/waymo-self-driving-safety-driver-chandler-autonomous [https://perma.cc/E5GL-CN6F]. Near the end of the decade, some companies moved to testing without these safety drivers.52See id. And in the past few years, some companies have started to operate commercial services.53See infra Section I.B.1 (describing companies deploying robotaxis in the United States). Freight operations are beyond the scope of this Article.

These deployments generally rely on support from human agents located in remote centers.54Cade Metz, When Self-Driving Cars Don’t Actually Drive Themselves, N.Y. Times (Sep. 21, 2024), https://www.nytimes.com/2024/09/11/insider/when-self-driving-cars-dont-actually-drive-themselves.html [https://web.archive.org/web/20251001094224/https://www.nytimes.com/2024/09/11/insider/when-self-driving-cars-dont-actually-drive-themselves.html]. Developers take a variety of approaches to remote facilitation, ranging from mere remote assistance to actual remote driving.55See Bryant Walker Smith, On Remote Driving, Stan. Ctr. for Internet & Soc’y: Blog (May 16, 2022), https://cyberlaw.stanford.edu/blog/2022/05/remote-driving [https://perma.cc/85PS-MCXE]; Walker Smith, supra note 30. Remote agents might communicate with passengers, suggest a path for the ADS when the robotaxi gets stuck, call for assistance in an emergency, or interact with first responders.56See Brad Templeton, Cruise Reports Lots of Human Oversight of Robotaxis, Is That Bad?, Forbes (Nov. 7, 2023), https://www.forbes.com/sites/bradtempleton/2023/11/07/cruise-reports-lots-of-human-oversight-of-robotaxis-is-that-bad [https://perma.cc/ST49-BZ9M]. These roles might be assigned to a single agent or distributed across agents. In practice, remote facilitation is frequent. For example, in late 2023, one company’s robotaxis required assistance every four to five miles.57Tripp Mickle, Cade Metz & Yiwen Lu, G.M.’s Cruise Moved Fast in the Driverless Race. It Got Ugly., N.Y. Times (Nov. 3, 2023), https://www.nytimes.com/2023/11/03/technology/cruise-general-motors-self-driving-cars.html [https://web.archive.org/web/20251011182132/https://www.nytimes.com/2023/11/03/technology/cruise-general-motors-self-driving-cars.html]; Lora Kolodny, Cruise Confirms Robotaxis Rely on Human Assistance Every Four to Five Miles, CNBC (Nov. 6, 2025), https://www.cnbc.com/2023/11/06/cruise-confirms-robotaxis-rely-on-human-assistance-every-4-to-5-miles.html [https://perma.cc/FRR4-D29A].

Automated driving has the potential to improve road safety. Waymo’s researchers published a study in a peer-reviewed journal finding that its vehicles are involved in significantly fewer crashes that involve an injury or an airbag deployment than conventional vehicles in comparable ODDs.58Kristofer D. Kusano, John M. Scanlon, Yin-Hsiu Chen, Timothy L. McMurry, Tilia Gode & Trent Victor, Comparison of Waymo Rider-Only Crash Rates by Crash Type to Human Benchmarks at 56.7 Million Miles, 28 Traffic Injury Prevention S8, S14 (2025). The study is based on publicly available crash reports that Waymo submitted to NHTSA.59Id. at S10. Although the data are self-reported and the conventional vehicle crash rate baselines are contestable, we don’t doubt the direction of the results with respect to routine driving.

An earlier study by independent researchers found that Waymo’s crash rate in San Francisco was comparable to the reported crash rates of TNC drivers in the city.60Jiayu Joyce Chen & Steven E. Shladover, Initial Indications of Safety of Driverless Automated Driving Systems 14 (Jan. 2, 2024) (unpublished manuscript) (on file with arXiv), https://arxiv.org/pdf/2403.14648 [https://perma.cc/39X3-HCZ9] (showing 15.5 crashes per million miles for Uber trips and 14.1 for Waymo). This is also an encouraging result because the crashes involving automated vehicles had to be reported by law while crashes involving only conventional vehicles are often not reported.61See Nat’l Highway Traffic Safety Admin., DOT HS 812 013, The Economic and Societal Impact of Motor Vehicle Crashes, 2010 (Revised) 121–43 (2015) (discussing reporting problems in non-fatal crash data). It is too early to draw conclusions about fatal crashes, though. In the United States, there are about 1.33 fatal collisions for about every 100 million vehicle miles traveled.62Nat’l Highway Traffic Safety Admin., DOT HS 813 560, Overview of Motor Vehicle Traffic Crashes in 2022 2 (2024). Waymo has only traveled about 200 million miles.63See Waymo (@waymo), Threads (Feb 23, 2026), https://www.threads.com/@waymo/post/DVG6_u0CQ0c.

B. Economics

We are beginning to see the structure of the nascent automated driving market generally and the nascent robotaxi market specifically. And we can make educated guesses about the basic economics of a robotaxi service.

  1. Market Structure

There are companies developing automated driving technologies in many parts of the world. These companies include automakers such as Mercedes, Tesla, and Volkswagen; automotive suppliers such as Bosch, Mobileye, and Qualcomm; informational technology companies such as Alphabet, Amazon, Baidu, and Huawei; and a variety of automated-driving-specific firms such as May Mobility, Pony.AI, Wayve, and WeRide. It is important not to discount efforts abroad, particularly from companies in

China that are active at home and could soon be competing with U.S. companies in other parts of the world.64Bryant Walker Smith & Sven Beiker, The Ultimate Guide for Taking a Robotaxi in China, Bus. Insider (Feb. 2, 2026), https://www.businessinsider.com/the-ultimate-guide-for-taking-a-robotaxi-in-china-2026-2 [https://perma.cc/93E3-F5DB].

“[A]utomated driving encompasses a wide range of technologies, applications of those technologies, business models for those applications, and participants in those business models.”65Unif. Automated Operation of Vehicles Act, supra note 24, at 1 (citing Walker Smith, supra note 22). “For example, a vehicle capable of automated operation may or may not be designed for all roads, communities, and travel conditions; be capable of automated operation for an entire trip; include a traditional steering wheel, throttle, and brake pedal; need a human who can resume driving when requested to do so; need this human to be physically present in the vehicle; rely on a human located far from the vehicle to provide instructions and information; use specific sensor technologies, including camera, radar, lidar, sonar, inertial motion, and GPS; use highly detailed maps that are created in advance; communicate electronically with other vehicles; be originally manufactured as an automated vehicle; be retrofitted by a developer other than the vehicle manufacturer; be modified by third parties without the involvement of that developer; be sold to individual consumers; be deployed only as part of a fleet; carry passengers, deliver goods, provide services, or perform novel functions; and so on.” Id.; see also Transforming Transp. Advisory Comm., supra note 13, at 45 (same). Robotaxis are just one application. Some companies are developing ADSs for personal motor vehicles or for use in low-speed shuttles. Other companies are aiming to automate trucking, delivery, mining, farming, and military vehicles.

We focus on three U.S.-based companies—Waymo, Zoox, and Tesla—that are developing robotaxis and are backed by three of the most valuable corporations in the world. Waymo is a subsidiary of Alphabet, the parent company of Google. Zoox is a subsidiary of Amazon. Tesla we expect you’ve heard of.

For now, Waymo dominates the robotaxi industry. It is providing commercial robotaxi service in Atlanta, Austin, Los Angeles, Phoenix, San Francisco, and Miami (as of February 2026).66See Waymo, supra note 3. And it is planning to provide commercial service in other major U.S. metropolitan areas.67Id. (announcing service in Miami and Washington, D.C.). Waymo’s robotaxis are already competing with Uber and Lyft. In late 2025, Waymo had a twenty-two percent share of the TNC market for trips with an origin and destination within the city limits of San Francisco.68Preetika Rana, How Uber and Lyft Are Gearing Up for the Robotaxi Revolution, Wall St. J. (Jan. 6, 2025), https://www.wsj.com/tech/uber-lyft-self-driving-taxis-a3659c9c [https://perma.cc/Y4AG-ASV3].

Zoox is testing robotaxis in San Francisco, Las Vegas, and Miami.69Metz, supra note 54. The company recently started a commercial service in Las Vegas.70In September 2025, Zoox began offering free rides from a few select locations on the Las Vegas strip. Salvador Rodriguez & Annie Palmer, Amazon’s Zoox Jumps into the U.S. Robotaxi Race with Las Vegas Launch, CNBC (Sep. 10, 2025), https://www.cnbc.com/2025/09/10/amazons-zoox-jumps-into-us-robotaxi-race-with-las-vegas-launch-.html [https://perma.cc/NZT5-4RMA]; see also Where to Ride, Zoox, https://zoox.com/where-to-ride [https://perma.cc/CZ6V-8DWX] (last visited Mar. 18, 2026) (inviting website visitors to “ride now” in Las Vegas and to “learn more” about San Francisco, Austin, and Miami).

Tesla claims it is developing robotaxis.71Jack Ewing & Peter Eavis, Elon Musk Says Robotaxis Are Tesla’s Future. Experts Have Doubts., N.Y. Times (July 30, 2024), https://www.nytimes.com/2024/07/29/business/elon-musk-tesla-robotaxi.html [https://web.archive.org/web/20250925195230/https://www.nytimes.com/2024/07/29/business/elon-musk-tesla-robotaxi.html]. But all Tesla has produced is a system that it dizzyingly calls “Full Self-Driving (Supervised),”72See Bryant Walker Smith, “Self-Driving” Means Self-Driving, Drake L. Rev. (forthcoming). which needs a driver to keep their hands on the wheel and their eyes on the road at all times.73See Tesla, supra note 37, at 120–23. It is an ADS in aspiration but not in function.74Bryant Walker Smith, How Reporters Can Evaluate Automated Driving Announcements, 2020 J.L. & Mobility 1, 10 (2020). In communications with regulators, Tesla continues to take the position that “Full Self-Driving” is just a driver assistance system.75E-mail from Eric C. Williams, Associate General Counsel, Regulatory, Tesla, to Miguel Acosta, Chief, Autonomous Vehicles Branch, California Department of Motor Vehicles (Nov. 20, 2020) (on file with author). In May 2025, Tesla announced the “launch” of a “robotaxi” service in Austin, Texas.76Edward Ludlow, Tesla Targets June 12 Launch of Robotaxi Service in Austin, Bloomberg (May 29, 2025), https://www.bloomberg.com/news/articles/2025-05-28/tesla-targets-june-12-launch-of-robotaxi-service-in-austin [https://perma.cc/W3EU-SL46]. But each of the vehicles generally has a Tesla employee who is seated in the driver’s seat or passenger seat, monitoring the roadway and able to intervene.77Aarian Marshall, This Is Why Tesla’s Robotaxi Launch Needed Human Babysitters, Wired (July 4, 2025), https://www.wired.com/story/this-is-why-teslas-robotaxi-launch-needed-human-babysitters [https://perma.cc/7Z9D-ZQJ5]; Matt Binder, Tesla Now Puts Their Robotaxi Safety Monitors in the Driver’s Seat, Mashable (Sep. 5, 2025), https://mashable.com/article/tesla-robotaxi-human-safety-monitor-drivers-seat [https://perma.cc/CD7T-WN2V].

It is important to recognize that, although each of these companies has primarily emphasized robotaxi services, their underlying technologies could be adapted for a variety of other applications, including motor vehicles that are exclusively used by their owners.

The robotaxi companies are taking different approaches to vertical integration. Each company is developing its own ADS software. But they aren’t all building vehicles. Waymo has purchased its base vehicles from third parties—Chrysler minivans, Jaguar SUVs, Zeekr minivans, and Hyundai SUVs—and then modified them extensively in its own facilities.78See Jonathan M. Gitlin, The Hyundai Ioniq 5 Will Be the Next Waymo Robotaxi, Ars Technica (Oct. 4, 2024), https://arstechnica.com/cars/2024/10/the-hyundai-ioniq-5-will-be-the-next-waymo-robotaxi [https://web.archive.org/web/20241127234511/https://arstechnica.com/cars/2024/10/the-hyundai-ioniq-5-will-be-the-next-waymo-robotaxi]. Zoox built its own distinctive, bidirectional vehicle in which passengers face each other.79See Zoox, https://zoox.com/vehicle [https://perma.cc/FP6S-2R2Y]. Tesla has unveiled a more conventionally designed prototype called the Cybercab, but in Austin it uses slightly modified versions of its production vehicles.80Andrew J. Hawkins, Tesla Cybercab Announced: Elon Musk’s Robotaxi Is Finally Here, Verge (Oct. 10, 2024), https://www.theverge.com/2024/10/10/24265530/tesla-robotaxi-elon-musk-features-range-price-release-date [https://perma.cc/X69K-UXWH]; Scotty Reiss, Tesla Robotaxi Is Now Open to All in Austin. Here’s What It’s Like, Forbes (Sep. 4, 2025), https://www.forbes.com/sites/scottyreiss/2025/09/04/tesla-robotaxi-is-now-open-to-all-in-austin-heres-what-its-like [https://perma.cc/A4TR-M9AC].

The companies are also experimenting with different models for service delivery.81It is notable that automakers have likewise experimented with a variety of models over the last century. Hertz was owned by GM and later by Ford. See 100 Years of Hertz History, Hertz (June 17, 2022), https://www.hertz.com/us/en/blog/automotive/100-years-of-hertz-history [https://perma.cc/Y6DR-PHFH]; Robert E. Dallos, Hertz Team, Ford Agree to Buy Car Rental Firm from Allegis in $1.3-Billion Deal, L.A. Times (Oct. 3, 1987), https://www.latimes.com/archives/la-xpm-1987-10-03-fi-3020-story.html [https://perma.cc/PRF8-5VKA]. Volvo offers car insurance. See Truman Lewis, Volvo Launches Insurance Agency in U.S., Consumer Affs. (Aug. 26, 2025), https://www.consumeraffairs.com/news/volvo-launches-insurance-agency-in-us-082625.html [https://perma.cc/ZCX7-UYCF]. The automotive supplier now known as Aptiv was spun out by GM. See Kurt Nagl, Detroit 3 Auto Supplier to Spin Off Key Unit in Bid to Grow, Diversify, Crain’s Detroit Bus., (Jan. 22, 2025), https://www.crainsdetroit.com/manufacturing/auto-supplier-aptiv-spin-key-unit-grow-diversify [https://web.archive.org/web/20250402151055/https://www.crainsdetroit.com/manufacturing/auto-supplier-aptiv-spin-key-unit-grow-diversify]. In Los Angeles, San Francisco, and Miami, Waymo’s robotaxis can be hailed only on the Waymo app.82See Ride with Us in the City of Angels, Waymo, https://waymo.com/rides/los-angeles [https://perma.cc/9DA7-UL2D]; Redefine How You Move Around San Francisco, Waymo, https://waymo.com/rides/san-francisco [https://perma.cc/MFS3-RK4J]. In Phoenix, they can be hailed on the Waymo app or the Uber app.83The Waymo Driver: Now Available on Uber in Phoenix, Waymo (Oct. 26, 2023), https://waymo.com/blog/2023/10/the-waymo-driver-now-available-on-uber-in-phoenix [https://perma.cc/T9SB-T6UQ]. And in Atlanta and Austin, they can be hailed only on the Uber app.84Waymo and Uber Expand Partnership to Bring Autonomous Ride-Hailing to Austin and Atlanta, Waymo (Sep. 13, 2024), https://waymo.com/blog/2024/09/waymo-and-uber-expand-partnership [https://perma.cc/7QRK-VTVW]. In those cities, Uber manages “vehicle cleaning, repair, and other general depot operations” while Waymo manages roadside assistance.85Id. Waymo has also suggested it might license its ADS to third parties.86See Ricardo Cano, Waymo Eyes S.F. Robotaxi Expansion, Personal Vehicles After First-Year ‘Success’, S.F. Chron. (Aug. 29, 2024), https://www.sfchronicle.com/bayarea/article/waymo-driverless-robotaxi-expansion-19657064.php [https://web.archive.org/web/20250330184957/https://www.sfchronicle.com/bayarea/article/waymo-driverless-robotaxi-expansion-19657064.php]; Aarian Marshall, Waymo’s New Agreement with Hyundai Raises Questions About China, Wired (Oct. 4, 2024), https://www.wired.com/story/waymo-new-agreement-hyundai-raises-questions-china [https://perma.cc/5KYQ-A9MH ] (describing partnership with Hyundai to explore installing Waymo’s ADS on personal motor vehicles).

Tesla has floated the idea of selling automated vehicles to individuals who would then make them available as robotaxis on a network managed by Tesla.87Abhirup Roy & Akash Sriram, Tesla CEO Elon Musk Unveils ‘Cybercab’ Robotaxi, Reuters (Oct. 11, 2024), https://www.reuters.com/technology/teslas-musk-unveil-robotaxis-amid-fanfare-skepticism-2024-10-10 [https://perma.cc/XN2R-TGCJ]. (If those vehicles were as automated as Tesla has promised, then those individuals could presumably make them available on other networks as well.) This business model has some precedent. Uber lets personal motor vehicle owners use their vehicles to provide rides to passengers.88See Drive, Uber, https://www.uber.com/us/en/drive [https://web.archive.org/web/20250426081719/https://www.uber.com/us/en/drive]; Turo, https://turo.com (last visited Sep. 21, 2025). Turo lets personal motor vehicle owners rent their vehicles to drivers.89Turo, https://turo.com [https://web.archive.org/web/20250929114143/https://turo.com]. And Zipcar lets members have short-term use of fleet vehicles.90How Zipcar Works, Zipcar, https://www.zipcar.com/how-it-works [https://perma.cc/JE8R-EYW8].

A startup recently announced that it would sell automated vehicles to individuals91Andrew J. Hawkins, Tensor Wants to Be the First Company to Sell You A ‘Robocar’ — But Who Are They?, Verge (Aug 13, 2025), https://www.theverge.com/news/758605/tensor-autox-autonomous-vehicle-robocar-personal-own-china [https://perma.cc/8K9Q-EXEC].—though of course it is not the first company to make this claim.92See, e.g., Hands-Free Driving for $10,000, NBC News (June 23, 2014), http://www.nbcnews.com/nightly-news/hands-free-driving-10-000-n138876 (last visited Nov. 26, 2025) [https://perma.cc/DH9U-PE3Z] (Cruise); Tesla, Full Self-Driving Hardware on all Teslas, (Vimeo, Oct. 20, 2016), https://vimeo.com/188105076 (Tesla); see also Bryant Walker Smith, “Self-Driving” Means Self-Driving, Drake L. Rev. (forthcoming).

  1. Cost Structure

The most important cost of operating a robotaxi service is the fixed, upfront cost of developing a safe and functional ADS. Each of the major robotaxi companies has already spent billions on engineering and testing over the last decade.93Cade Metz, The Costly Pursuit of Self-Driving Cars Continues On. And On. And On. N.Y. Times (Sep. 15, 2021), https://www.nytimes.com/2021/05/24/technology/self-driving-cars-wait.html [https://web.archive.org/web/20251012022738/https://www.nytimes.com/2021/05/24/technology/self-driving-cars-wait.html]. As an ADS stabilizes, engineering costs may decline. But a mature ADS will still need to be updated and refined.94Brad Templeton, So You’ve Built a Robotaxi, Now Where’s Your Infrastructure, Forbes (Aug. 5, 2024), https://www.forbes.com/sites/bradtempleton/2024/08/05/so-youve-built-a-robotaxi-now-wheres-your-infrastructure [https://perma.cc/BST7-GETT] (noting that maps and systems must be updated to adapt to local conditions and “dynamic changes, including construction”). The built environment and road user behavior will continue to change, and robotaxis will continue to encounter novel edge cases.

The variable costs of a robotaxi service can be divided into market, vehicle, and mile costs. For each new market a company enters, it must map the new territory, ensure sufficient remote assistance capacity, and arrange facilities for storing, charging, cleaning, and maintaining its vehicles.95Id. It is possible, however, that one remote operation command center may be able to serve fleets in multiple metropolitan areas. Id. (noting that a remote ops center can cover multiple service areas). For each new vehicle it assembles, it needs to buy the vehicle platform, the sensors, and the computers. For each new mile its robotaxis drive, it spends more on remote labor, fuel or electricity, cleaning, maintenance, and (indirectly) insurance.

Compared to traditional TNCs, one potential cost advantage of a robotaxi is labor. Much of the cost of an Uber ride is driver pay.96According to data published by the NYC TLC, about seventy-five to eighty percent of an Uber or Lyft base fare (excluding tips and taxes) goes to the driver. See Todd W. Schneider, Taxi and Ridehailing Usage in New York City, Todd W. Schneider, https://toddwschneider.com/dashboards/nyc-taxi-ridehailing-uber-lyft-data [https://perma.cc/CJ6V-MR5P]. But it is important to consider that TNC driver pay must cover vehicle purchase, cleaning, maintenance, and (some) insurance costs. Taking the driver out of a taxi could make transportation radically cheaper. But robotaxis will compete against Uber and Lyft drivers who, at least in the United States, might earn less than minimum wage to drive and maintain rather ordinary vehicles (and, notably, to load and unload luggage that their customers may not want or be able to lift).97See Ken Jacobs, Michael Reich, Tynan Challenor & Aida Farmand, Gig Passenger and Delivery Driver Pay in Five Metro Areas, U.C. Berkeley Lab. Ctr. (May 20, 2024), https://laborcenter.berkeley.edu/gig-passenger-and-delivery-driver-pay-in-five-metro-areas [https://perma.cc/YB23-R3DP].

So, for now, this labor cost saving is hypothetical.98See Leah Kaplan, Lola Nurullaeva & John Paul Helveston, Modeling the Operational and Labor Costs of Autonomous Robotaxi Services, 159 Transp. Pol’y 108, 117 (2024) (finding that, after accounting for “frontline labor roles involved in existing robotaxi services . . . labor costs for robotaxis are far higher than previously estimated”). The robotaxi companies need humans to help with charging, cleaning, and maintenance. And they rely critically on humans who provide remote assistance to their vehicles, to their passengers, or to law enforcement—and, occasionally, to physically retrieve vehicles when they get stuck.99Metz, supra note 54. As of November 2023, one robotaxi company was employing 1.5 operations workers per vehicle.100Mickle et al., supra note 57.

One cost disadvantage of a robotaxi is the robotaxi itself: the vehicle platform, its sensors, and its computers. Waymo’s co-CEO has said that the equipment on its robotaxis can cost as much as $100,000.101Eli Tan, Waymo’s Robot Taxis Are Almost Mainstream. Can They Now Turn a Profit?, N.Y. Times (Sep. 4, 2024), https://www.nytimes.com/2024/09/04/technology/waymo-expansion-alphabet.html [https://perma.cc/8FZV-ZF2E]. But Baidu, one of Waymo’s Chinese competitors has said that its robotaxis cost less than

$30,000 to manufacture—including both the vehicle platform and the ADS.102Andrew J. Hawkins, Baidu’s Supercheap Robotaxis Should Scare the Hell Out of the US, Verge (Nov. 22, 2024), https://www.theverge.com/2024/11/22/24303299/baidu-apollo-go-rt6-robotaxi-unit-economics-waymo [https://perma.cc/ZPG4-HQPQ]; Walker Smith, supra note 30.

Another cost disadvantage is real estate. A robotaxi company internalizes the cost of its vehicles driving to and from its depots and service facilities, so it may want to locate them close to the center of travel demand. That’s usually a place where land isn’t cheap. In contrast, a traditional TNC’s drivers or vehicle owners bear these costs—including when they involve significant commutes at the beginning and end of a workday.

In theory, robotaxis can benefit from powerful economies of scale. Once an ADS is acceptably safe and functional, it can be deployed in similar ODDs in metropolitan areas around the country with some adaptations for local driving conditions. However, the significant costs of standing up a new market—the depots, service facilities, and local coordination—may limit early deployments to metropolitan areas with large populations.103See Brad Templeton, Some Say Self-Driving Robotaxi Isn’t A Business; Billions Are Betting That It Is, Forbes (Oct. 25, 2021), https://www.forbes.com/sites/bradtempleton/2021/10/25/some-say-self-driving-robotaxi-isnt-a-business–billions-are-being-bet-that-it-is [https://web.archive.org/web/20251102070223/https://www.forbes.com/sites/bradtempleton/2021/10/25/some-say-self-driving-robotaxi-isnt-a-business–billions-are-being-bet-that-it-is/?sh=6954c3565b07] (noting that it is “unlikely robotaxi service will arrive in rural locations for a long time” because efforts may be harder to justify for fewer customers).

The path to profitability will require changes to the cost structure. The cost of components—sensors, computers, and vehicle hardware—needs to fall. Waymo already is moving to replace its Jaguars with Zeekrs.104Brad Templeton, Waymo’s 6th Generation Robotaxi Is Cheaper. How Cheap Can They Go?, Forbes (Aug. 20, 2024), https://www.forbes.com/sites/bradtempleton/2024/08/20/waymos-6th-generation-robotaxi-is-cheaper–how-cheap-can-they-go [https://web.archive.org/web/20250514224156/https://www.forbes.com/sites/bradtempleton/2024/08/20/waymos-6th-generation-robotaxi-is-cheaper–how-cheap-can-they-go]; Satish Jeyachandran, Beginning Fully Autonomous Operations with the 6th-Generation Waymo Driver, Waymo (Feb. 12, 2026), https://waymo.com/blog/2026/02/ro-on-6th-gen-waymo-driver [https://perma.cc/M6SJ-WHZC]. The ratio of operations staff to revenue-generating vehicles needs to fall too. That will mean improving the ADS’s performance to reduce the frequency of incidents where remote assistants need to intervene. And it will likely mean automating parts of robotaxi servicing—charging, cleaning, and maintenance.105See, e.g., Amanda Silberling, Waymo Is Asking DoorDash Drivers to Shut the Doors of Its Self-Driving Cars, TechCrunch (Feb. 12, 2026), https://techcrunch.com/2026/02/12/waymo-is-asking-doordash-drivers-to-shut-the-doors-of-its-self-driving-cars [https://perma.cc/2552-HYUC]. How much costs can fall is an open question.

  1. Deployment

A profit-maximizing robotaxi company will follow two principles for deployment. First, maximize revenue-generating opportunities (for which miles is an imperfect proxy). Second, minimize non-revenue-generating—or “deadheading”—miles. All else equal, a robotaxi company makes more money when a robotaxi is carrying passengers than when it is parked in a depot. And the company probably loses less money when a robotaxi is parked in a depot than when it is deadheading. A parked robotaxi takes up space in the depot. But a deadheading robotaxi increases charging, cleaning, maintenance, and insurance costs.106Some robotaxi companies may be large enough that they choose to self-insure.

These two principles explain why robotaxis (and taxis and TNCs) are deployed in areas with high travel demand. In a high demand area, when one trip ends, the next rider is nearby. There is less deadheading between rides. Robotaxis benefit from network effects. A network with a higher volume of trip requests means fewer deadheading miles between rides. Network effects explain why robotaxis are deployed in large metropolitan areas.107See Templeton, supra note 103 (noting that rural areas are not suited to robotaxi service due to lower density and long distances). And they explain why downtowns are generally more appealing markets than outlying areas.108There are other factors beyond population density that might affect robotaxi travel demand. For example, a neighborhood with frequent, reliable public transit might have less demand for robotaxis. But that kind of neighborhood might also have a lower vehicle ownership rate and therefore higher demand for both transit and robotaxis. It’s hard to predict the net effect on demand without data. Even in San Francisco—one of the densest cities in the country—Waymo’s robotaxis are still deadheading over 40% of the time.109Harry Campbell, What CPUC Data Reveals About Waymo’s Deadheading and Utilization, Driverless Digest (Nov 19, 2025), https://www.thedriverlessdigest.com/p/what-cpuc-data-reveals-about-waymos [https://perma.cc/M36V-VREL] (discussing deadheading data collected from the CPUC databased by Matthew Raifman).

There are other factors beyond travel demand that affect where robotaxis will be deployed. Robotaxis are limited by their ADS’s ODD. If an ADS isn’t capable of functioning at higher speeds, the robotaxis that use it might not serve neighborhoods where many trips require highway driving. Robotaxi companies may also prefer to deploy in wealthy neighborhoods simply because their wealthy residents have a higher willingness to pay. But again, the analysis is complicated. If wealthy residents are more likely to own a car, they may be less interested in a robotaxi ride. Families with young children (or simply with a lot to carry or store in a vehicle) present another potential challenge to—or possibly opportunity for—robotaxis.

The same principles that explain where robotaxis will be deployed also explain when they will be deployed. In most cities, travel demand peaks on weekdays in the morning and evening rush hours. A fleet of vehicles that can serve peak rush hour demand will leave some vehicles sitting idle in the midday hours and most vehicles sitting idle overnight. Robotaxi companies will likely try to smooth out travel demand by charging more in rush hour, as Uber and Lyft do with surge pricing.110For an analysis of how surge pricing works based on public data, see Schneider, supra note 96. They might also use their vehicles for package delivery or other tasks in periods of low demand.111Brad Templeton, How Long Should a Robotaxi Last?, Forbes (Sep. 25, 2023), https://www.forbes.com/sites/bradtempleton/2023/09/25/how-long-should-a-robotaxi-last [https://web.archive.org/web/20240119072423/https://www.forbes.com/sites/bradtempleton/2023/09/25/how-long-should-a-robotaxi-last]. But a profit-maximizing company’s optimal fleet size is likely lower than a fleet that would completely serve peak demand—a point that influences our analysis below.112Uber needs to position itself to be attractive both to drivers and to riders. This is why the company already performs some centralized management of both supply and demand through surge pricing. But as long as enough drivers are willing to drive, it is likely more tolerant of oversupply than of undersupply.

Robotaxis might be able to serve more of a city’s transportation demand with a smaller fleet than traditional taxis or TNCs can.113See Marco Pavone, Autonomous Mobility-on-Demand Systems for Future Urban Mobility, in Autonomous Driving: Technical, Legal and Social Aspects 387, 396 (Markus Maurer, J. Christian Gerdes, Barbara Lenz & Hermann Winner eds., 2016) (estimating that Manhattan’s taxi demand could be served with a robotaxi fleet about seventy percent the size of the current taxi fleet). The effect will be amplified if some of the city’s residents decide to give up their personal motor vehicles for robotaxis. Personal motor vehicles have a very low utilization rate—they sit in driveways, on streets, or in parking facilities for most of the day. A profit-maximizing robotaxi company will aim for high utilization.114See Kaplan et al., supra note 98, at 117 (concluding that “utilization rates and annual mileage will ultimately serve as the limiting factors for robotaxi competitiveness”). A smaller fleet serving the same travel demand could mean a lower environmental impact.115As we discuss later, however, a smaller fleet does not necessarily mean fewer vehicle-miles traveled.

One open question in robotaxi deployment is how often riders will be interested in being matched with strangers to share rides.116The terminology in this area is confusing. “Ridesharing” has been used to refer to carpooling, to shared trips in a single Uber or Lyft, and to Uber and Lyft generally (nominally because the passenger is sharing the ride with their driver). Here we use “ridesharing” to refer to separate trips simultaneously serviced by the same vehicle for at least a portion of each. In principle, sharing all or part of a trip is a win-win. Riders pay a lower fare. Robotaxi companies serve two revenue-generating riders at the same cost. The challenge of ridesharing is it requires very high travel demand. The routing algorithm needs to find two riders traveling along similar routes at roughly the same time. TNCs have experimented with ridesharing programs such as UberPool and LyftLine. But the results have been disappointing. In 2023, Lyft—not coincidentally the company with the smaller network—mostly gave up on shared rides.117See Jackie Davalos, Lyft Will Discontinue Pooled Rides, Launch New Airport Feature, Bloomberg (May 11, 2023), https://www.bloomberg.com/news/articles/2023-05-11/lyft-will-discontinue-pooled-rides-roll-out-new-features [https://web.archive.org/web/20230511204902/https://www.bloomberg.com/news/articles/2023-05-11/lyft-will-discontinue-pooled-rides-roll-out-new-features]; Natalie Lung, Lyft Revives Pooled Rides at Airports in Push for Cheaper Trips, Fortune (May 19, 2025) https://fortune.com/2025/05/19/lyft-pooled-rides-at-airports-cheaper-trips [https://perma.cc/C27B-4QG2].

Robotaxi companies may have more success with sharing rides if they push fares low enough to grow the robotaxi market beyond the size of the TNC market. Today most commuters cannot afford to use TNCs for their daily trips to and from work. But the combination of automation and sharing could change these economics. And during peak periods, there are many potential riders coming from similar origin points heading to the same destination at the same time.118In the suburbs of Washington, D.C., some commuters meet at parking lots to share rides with strangers so that they can access faster, high-occupancy vehicle lanes. See Luz Lazo, ‘Slugging’ Culture in D.C. Region Threatened by Commuting Shifts, Wash. Post (Jan. 14, 2023), https://www.washingtonpost.com/transportation/2023/01/14/slug-lines-virginia-commuting-pandemic [https://web.archive.org/web/20230114123251/https://www.washingtonpost.com/transportation/2023/01/14/slug-lines-virginia-commuting-pandemic].

Companies could also encourage shared rides by introducing new vehicle forms. As we mentioned above, in Zoox’s robotaxis, passengers face each other.119See Zoox, supra note 79. Another possibility is compartmentalized vehicles, which might appeal to riders looking for safety and privacy.

Unfortunately, there’s a tradeoff between market concentration and shared rides. The more robotaxi companies competing for riders, the less likely that any two riders will be on the same network requesting a ride along the same route at roughly the same time. But it might be possible for multiple companies’ robotaxis to be deployed on the same network—or so we will argue in Part III.

C. Potential for Wider Adoption

The common vision for robotaxis is that they will not merely replace human-driven taxis, but that they will dramatically expand the market for

taxi-like services in large part by replacing trips in personal motor vehicles.120Timothy B. Lee articulated one version of this vision in 2008. See Timothy B. Lee, The Future of Driving, Part II: Life After Driving, Ars Technica (Oct. 12, 2008), https://arstechnica.com/features/2008/10/future-of-driving-part-2 [https://web.archive.org/web/20250717195358/https://arstechnica.com/features/2008/10/future-of-driving-part-2]. But some companies are still committed to the traditional automotive business model.

The demise of Cruise, a robotaxi startup acquired by General Motors, is instructive. As we explain more below, after a 2023 incident in which the company misled the public by misleading reporters and regulators,121See infra Section I.C.1. Cruise suspended its US robotaxi service. A year later, GM folded Cruise into its internal efforts to develop driver assistance features for the conventional vehicles it produces. In other words, GM has reverted to its traditional model of principally selling cars rather than rides.

GM is hardly alone in embracing this traditional approach. Mercedes already offers an automated driving feature—for certain freeways in certain conditions—on two of its premium models.122DRIVE PILOT Support Speed of up to 95 km/h on German Motorways, Mercedes-Benz Grp. (Dec. 17, 2024), https://group.mercedes-benz.com/innovations/product-innovation/autonomous-driving/drive-pilot-95-kmh.html [https://perma.cc/Y7Q4-48C7]. Many others are pursuing similar features. This traditional business model is understandable, especially if automakers ultimately decide to sell not only the vehicles but also subscriptions to use the automated driving features.123See Walker Smith, supra note 20. After all, like today’s robotaxis, these features might also depend on substantial digital and human infrastructure behind the curtain.

For the robotaxi business model to compete, automated driving technologies need to mature. As we discussed above, robotaxis need to become cheaper. And there are other obstacles.

First, vehicle ownership generally entails significant fixed costs (to purchase or lease the vehicle and to insure it) and either objectively or subjectively smaller variable costs to then operate that vehicle (to fill it or charge it).124Among other fixed and marginal costs, parking could be either fixed (monthly cost to park at home or at work) or marginal (incidental cost to park at a restaurant or an airport). Given this, those who own a car that they are unable or unwilling to part with are likely to compare the purchase price of a robotaxi trip with the marginal cost of a trip in their individually owned vehicle.

Second, for the reasons we described above, robotaxis will face competition not only from personal motor vehicles but also from personal automated vehicles. Automated driving will not be limited to robotaxis.

Third, many American car owners—and particularly families with children—use their cars as an extension of their homes. Some people literally live in their cars.125See Madeline Brozen, Where You Go When Your Car Is Home, Transfers Mag., Jan. 2023, at 1. Many rely on them as mobile storage lockers for themselves and their families—for sports equipment, booster seats, diapers, mobility aids, and stuff that they want on hand or simply cannot keep elsewhere.126This is why one of us has long anticipated a startup making little storage robots that can follow people around and dock onto a shared vehicle. Many also treat their vehicles as public displays or private retreats that are decorated and provisioned for their personal functional and aesthetic sensibilities.127This is why there has long been discussion of shared vehicles with individual compartments like the train carriages of old.

Fourth, many Americans see their personal motor vehicle as giving them autonomy. What happens if you give up your car and the robotaxi company jacks up its prices? Or what if there’s an earthquake, and you need to evacuate? We will explore these questions in Part III. For now, it suffices to say that how widely robotaxis will be adopted is an open question.

D. Regulation

There are many layers of regulation that apply to robotaxis. We consider two—automated driving safety regulation and robotaxi service regulation.

  1. Safety Regulation

The fundamental challenge of automated driving safety regulation is that it is hard to assess the safety of an ADS without observing its long-term performance on the road.128This is why “[t]he best proxy for the safety of Avs is the trustworthiness of AV companies.” Bryant Walker Smith, Opening Statement of Professor Bryant Walker Smith for the U.S. Senate Commerce Committee’s Hearing on Automated Driving, Stan. Ctr. for Internet & Soc’y: Blog (Feb. 4, 2026), https://cyberlaw.stanford.edu/blog/2026/02/opening-statement-of-professor-bryant-walker-smith-for-the-u-s-senate-commerce-committees-hearing-on-automated-driving-february-4-2026-2 [https://perma.cc/MFT5-PSNE]. See generally Bryant Walker Smith, The Trustworthy Company, 115 Geo. L.J. (forthcoming) (arguing for corporate trustworthiness as leading indicator of system safety). An ADS that can safely navigate routine driving might still not be acceptably safe. The critical question is how it handles unanticipated edge cases. Over time, both NHTSA and state agencies have developed regulatory strategies that rely on monitoring and responding to safety incidents. We start with federal regulation.

In the absence of federal legislation specific to automated driving,129See, e.g., Walker Smith, supra note 22; Walker Smith, Probably Legal, supra note 21; Bryant Walker Smith, Congress’s Automated Driving Bills Are Both More and Less than They Seem, Stan. Ctr. for Internet & Soc’y: Blog (Oct. 23, 2017), https://cyberlaw.stanford.edu/blog/2017/10/congress%E2%80%99s-automated-driving-bills-are-both-more-and-less-they-seem [https://perma.cc/QP3L-U79L]; Bryant Walker Smith, Here’s Where Federal Automated Driving Law Stands Near the End of the Biden Administration, Stanford Ctr. for Internet & Soc’y: Blog (Nov. 18, 2024, 6:25 PM) [hereinafter Biden Admin], https://cyberlaw.stanford.edu/blog/2024/11/heres-where-federal-automated-driving-law-stands-near-the-end-of-the-biden-administration [https://perma.cc/3PFD-AC6Y]. NHTSA is using its longstanding statutory authority to regulate vehicle safety generally. The National Traffic and Motor Vehicle Safety Act of 1966 (“the Safety Act”) authorizes NHTSA to (1) conduct investigations, (2) seek recalls of defective vehicles or equipment, and (3) set safety performance standards.13049 U.S.C. § 30111(a) (authorizing the Secretary of Transportation to set standards to “meet the need for motor vehicle safety”); id. § 30118(a), (b)(1) (authorizing Secretary of Transportation to make decision as to vehicle defect by conducting investigations); id. § 30163(a)(2) (issue recalls) (authorizing Attorney General to enjoin “sale, offer for sale, or introduction or delivery for introduction” of defective motor vehicles). NHTSA has used each of these authorities to address automated driving.

NHTSA has used its investigative power to mandate crash reporting.131Wansley, supra note 21, at 559–61. In 2021, NHTSA issued a standing general order that requires companies testing automated vehicles on public roads to report crashes.132See Nat’l Highway Traffic Safety Admin, First Amended Standing General Order 2021-01 2 (Aug. 5, 2021) [hereinafter NHTSA 2021 SGO]. Serious crashes had to be reported within twenty-four hours, and all crashes, no matter how minor, had to be reported each month.133Id. at 5 (“Crashes that meet specified criteria must be reported within one calendar day after the manufacturer or operator learns of the crash, and other ADS crashes must be reported on a monthly basis.”). The criteria for reporting accidents within one calendar day includes crashes involving ADS or Level 2 ADAS that occur on a “publicly accessible road;” where ADS or Level 2 ADAS “was engaged at any time during the period from 30 seconds immediately prior to the commencement of the crash;” and where the crash resulted in “any individual being transported to the hospital for medical treatment, a fatality, a vehicle tow-away, or an air bag deployment or involves a vulnerable road user”). Id. at 13–14. In 2025, the agency narrowed the reporting requirement to exclude some crashes with less than $1,000 of property damage, but most other reporting requirements remain in place.134See Nat’l Highway Traffic Safety Admin, Third Amended Standing General Order 2021-01 13 (Apr. 24, 2025) [hereinafter NHTSA 2025 SGO]. NHTSA has received reports of hundreds of crashes and made redacted reports available on its website, although it doesn’t provide the context that would make the reports easier to understand.135See Standing General Order on Crash Reporting, Nat’l Highway Traffic Safety Admin. (Aug. 15, 2025) [hereinafter NHTSA SGO Reporting], https://www.nhtsa.gov/laws-regulations/standing-general-order-crash-reporting [https://perma.cc/9PJ8-YZT4]; see also Transforming Transp. Advisory Comm., supra note 13, at 51–52 (suggesting improvements to crash data collection and analysis).

NHTSA has used its recall power to remedy defective technologies.136See Wansley, supra note 21, at 563–65. Unless a company immediately initiates a recall on its own, these recalls often follow a pattern. NHTSA starts by opening an investigation into the company’s technologies. The company and the agency exchange data. They negotiate over potential remedies. Then the company resolves the investigation by declaring a defect and issuing a recall, which takes the form of change to the company’s software. In some cases, a recall can be carried out through over-the-air software updates.137Bryant Walker Smith, Over-the-Air Updates and Regulatory Recalls, Stanford Ctr. for Internet & Soc’y: Blog (Feb. 20, 2024), https://cyberlaw.stanford.edu/blog/2024/02/over-air-updates-and-regulatory-recalls [https://perma.cc/K5XM-NFXL]. In the last few years, Tesla, Waymo, Zoox, and several other companies have each issued recalls.138See, e.g., Nat’l Highway Traffic Safety Admin., Part 573 Safety Recall Report 22V-037 (2022) (Tesla rolling stop recall); Nat’l Highway Traffic Safety Admin., Part 573 Safety Recall Report 25E-034 (2025) (Waymo gate barrier collision recall); Nat’l Highway Traffic Safety Admin., Part 573 Safety Recall Report 25E-029 (2025) (Zoox encroaching perpendicular agents recall); Nat’l Highway Traffic Safety Admin., Part 573 Safety Recall Report 22E-072 (2022), https://static.nhtsa.gov/odi/rcl/2022/RCLRPT-22E072-8020.PDF (Cruise unprotected left recall). For example, Waymo initiated a recall after one of its automated vehicles crashed into a pickup truck hanging off a tow truck and another crashed into a telephone pole.139See Nat’l Highway Traffic Safety Admin., Part 573 Safety Recall Report 24E-013 2–3 (2024); Nat’l Highway Traffic Safety Admin., Part 573 Safety Recall Report 24E-049 2–3 (2024).

NHTSA has not used its rulemaking power to affirmatively regulate automated driving.140See Wansley, supra note 21, at 559–77 (explaining that, instead of setting standards, NHTSA has implemented an experimental regulatory system based on reporting, investigations, and recalls). NHTSA has completed a rulemaking to map some existing occupant-safety standards onto vehicles without certain features associated with conventional driving. See id. at 545–48. The agency stated years ago that, given the rapid pace of technological change, it planned to regulate primarily through recalls.141See Nat’l Highway Traffic Safety Admin., Federal Automated Vehicles Policy 3 (2016) [hereinafter AV 1.0]. But NHTSA has used its power to exempt vehicles and equipment from existing Federal Motor Vehicle Safety Standards (“FMVSSs”). In general, companies that integrate their ADS into FMVSS-compliant vehicles don’t need an exemption. They can just “self-certify” that their automated vehicles are compliant.142See 49 U.S.C. § 30115(a) (providing for self-certification). But companies that build vehicles with certain kinds of unconventional designs may need an exemption. For years, NHTSA was slow in considering ADS-related exemption requests.143See Walker Smith, Biden Admin, supra note 129 (describing instances where NHTSA “sat on” exemption requests until the companies eventually withdrew them). But starting in 2025,

NHTSA announced that it would expedite requests.144Letter from Peter Simshauser, Chief Counsel, Nat’l Highway Traffic Safety Admin., Letter Announcing Next Steps in NHTSA’s Automated Vehicle Framework (June 13, 2025), https://www.nhtsa.gov/sites/nhtsa.gov/files/2025-06/part-555-letter-june-2025.pdf [https://perma.cc/9FGQ-RHTC] (“NHTSA is streamlining its exemption process for commercial deployment of vehicles and adopting a dynamic and flexible approach to evaluating these exemptions.”). And shortly thereafter, it granted an exemption to Zoox.145Press Release, U.S. Dep’t of Transp., NHTSA Issues First-Ever Demonstration Exemption to American-Built Automated Vehicles (Aug. 6, 2025) https://www.transportation.gov/briefing-room/nhtsa-issues-first-ever-demonstration-exemption-american-built-automated-vehicles [https://perma.cc/PVF5-N7D5].

It is important to recognize that, under the Safety Act, FMVSS exemptions are limited either by purpose or by number of vehicles. But because NHTSA itself promulgates these standards, it can obviate the need for exemptions by changing the underlying standards—as it has already done in the case of certain occupant-protection standards.146See Walker Smith, Biden Admin, supra note 129.

There is another layer of automated driving safety regulation at the state level.147See Bryant Walker Smith, The Senate’s Automated Driving Bill Could Squash State Authority, Stanford Ctr. for Internet & Soc’y: Blog (Oct. 23, 2017, 3:44 PM), https://cyberlaw.stanford.edu/blog/2017/10/senate%E2%80%99s-automated-driving-bill-could-squash-state-authority [https://perma.cc/QT9N-U9C5] (noting “important role” that states play in regulating road safety). We focus on the first two states where commercial robotaxi service became available, Arizona and California. They nicely illustrate the range of options.

Arizona’s policy is relatively laissez-faire—although still arguably more stringent than the rules that apply to conventional driving. An Arizona statute expressly authorizes companies to operate automated vehicles on two conditions.148See Ariz. Rev. Stat. Ann. § 28-9702 (2025). Automated driving activities in Arizona predated this statute. In fact, while Nevada has the distinction of being the first state to pass a law specific to automated driving, see Walker Smith, Probably Legal, supra note 21, at 501. First, the company must provide the state’s Department of Public Safety with a plan for how law enforcement can effectively interact with the vehicles.149Ariz. Rev. Stat. Ann. § 28-9702(C)(1) (2025). Second, the company must provide the state’s Department of Transportation (“DOT”) with a written statement “acknowledging” that its vehicles comply with federal safety standards and Arizona’s registration, licensing, and insurance requirements.150Id. §§ 28-9702(C)(2)(a), (d). The company must also “acknowledg[e]” that its ADS can comply with the traffic law and achieve a “minimal risk condition”—which generally though

not necessarily involves pulling over to side of the road151See Bryant Walker Smith, Deep in the Weeds of the Levels of Driving Automation Lurks an Ambiguous Minimal Risk Condition, Stanford Ctr. for Internet & Soc’y: Blog (Jan. 24, 2022), https://cyberlaw.stanford.edu/blog/2022/01/deep-weeds-levels-driving-automation-lurks-ambiguous-minimal-risk-condition [https://perma.cc/2AHA-HQPW].—when it encounters a situation it cannot handle safely.152Ariz. Rev. Stat. Ann. § 28-9702(C)(2)(b) (2025).

Arizona does not specifically empower regulators to set independent safety standards. But it does authorize the DOT to suspend the registration of an automated vehicle after determining it “is not in safe mechanical condition and endangers persons on the highway.”153Id. § 28-9708(D) (2025). And the statute makes it clear that the company that is testing or deploys the automated vehicle “may be issued a traffic citation or other applicable penalty if the vehicle fails to comply with traffic or motor vehicle laws.”154Id. § 28-9702(C)(2)(c) (2025).

Arizona has succeeded at attracting testing to the state. But its approach may have also contributed to a fatal crash. In the late 2010s, before the enactment of Arizona’s current automated driving statute,155The statute largely codified the approach of a 2018 executive order issued by the state’s then-governor shortly before Uber’s crash. See Douglas A. Ducey of Ariz., Ariz. Exec. Order 2018-04 (Mar. 1, 2018); Fact Sheet for H.B. 2813, S. 55th Leg., 1st Sess. (Ariz. Mar. 4, 2021). Uber was attempting to develop an ADS with the goal of operating a robotaxi service. It was testing automated vehicles in Arizona with safety drivers.156Bryant Walker Smith, Uber’s Fatal Crash, Stan. Ctr. for Internet & Soc’y: Blog (Mar. 19, 2018), https://cyberlaw.stanford.edu/blog/2018/03/ubers-fatal-crash [https://perma.cc/CYY3-HMDK]. In March 2018, one of Uber’s vehicles struck and killed Elaine Herzberg in Tempe, Arizona.157Nat’l Transp. Safety Bd., Highway Accident Report: Collision Between Vehicle Controlled by Developmental Automated Driving System and Pedestrian 1 (2018) [hereinafter NTSB Tempe Report]; Richard Gonzales, Feds Say Self-Driving Uber SUV Did Not Recognize Jaywalking Pedestrian in Fatal Crash, NPR (Nov. 7, 2019), https://www.npr.org/2019/11/07/777438412/feds-say-self-driving-uber-suv-did-not-recognize-jaywalking-pedestrian-in-fatal- [https://perma.cc/9J8V-MML8]. Herzberg was walking her bike across a multi-lane boulevard in the evening.158NTSB Tempe Report, at 2. The Uber ADS sensors detected Herzberg, but the software did not slow the vehicle until it was too late.159See id. at v (“The ADS detected the pedestrian 5.6 seconds before impact. Although the ADS continued to track the pedestrian until the crash, it never accurately classified her as a pedestrian or predicted her path. By the time the ADS determined that a collision was imminent, the situation exceeded the response specifications of the ADS braking system.”). The safety driver didn’t react in time because she was distracted by her smartphone.160See id. at 43 (“[T]he vehicle operator was visually distracted, and by the time she raised her gaze from her cell phone to the road, she had only about 1 second to detect and respond to the pedestrian. By that time, she could not avoid the collision.”).

The National Transportation Safety Board (“NTSB”) investigated the crash and issued a report that criticized both the safety driver and Uber’s safety practices.161Id. at v–vi (describing probable cause as driver’s inattentiveness combined with Uber’s “inadequate safety risk assessment procedures,” “ineffective oversight of vehicle operators,” and “lack of adequate mechanisms for addressing operators’ automation complacency”). Regulators might have been able to prevent the crash if they had asked Uber more questions about how it was monitoring safety drivers and preventing them from becoming complacent. After the crash, Arizona’s governor ostensibly suspended Uber’s right to operate automated vehicles in the state.162See Melissa Daniels, Arizona Governor Suspends Uber from Autonomous Testing, Associated Press (Mar. 26, 2018), https://apnews.com/article/0ae96a5b23a542e39da252c4267ec3a5 [https://perma.cc/3XZG-ULEU]; Bryant Walker Smith, A Sad Irony for Governor Ducey After Uber’s Fatal Crash, Stan. Ctr. for Internet & Soc’y: Blog (Mar. 27, 2018), https://cyberlaw.stanford.edu/blog/2018/03/sad-irony-governor-ducey-after-ubers-fatal-crash [https://perma.cc/X7G4-UHVM]. But Arizona didn’t change its general approach to safety regulation.163Arizona did eventually enact a statute. See Ariz. Rev. Stat. Ann. § 28-9702 (2025).

California’s policy is more hands-on.164One of us (Bryant) formally consults for the State of California. The DMV is currently updating its regulations. A California statute directs the state’s Department of Motor Vehicles (DMV) to develop an application process for the testing and deployment of automated vehicles.165Cal. Veh. Code § 38750(c) (West 2025). The statute requires all automated vehicles to comply with federal vehicle safety standards (unless exempted).166Id. § 38750(c)(1)(E). It also provides, however, that the DMV’s application process “shall include any testing, equipment, and performance standards [that it] concludes are necessary” for safety.167Id. § 38750(d)(2). This language suggests that the DMV may directly regulate ADS safety. (More generally, states already exercise broad authority over the operational safety of vehicles, including through driver regulation, rules of the road, and vehicle roadworthiness.)168See Walker Smith, Probably Legal, supra note 21.

California’s DMV issues three kinds of automated driving permits: testing (with a safety driver), driverless testing (without a safety driver in the vehicle), and deployment.169To receive any of the three permits, a company must prove that it can satisfy a five-million-dollar judgment. Cal. Code Regs. tit. 13, § 227.04(c) (2025). To receive a testing permit, a company must certify that its safety drivers have clean driver safety records and have completed a training program. Id. § 227.34(b)(1)–(2). To receive a driverless testing permit, a company must provide a statement of its ADS’s ODD, a law enforcement interaction plan, and an explanation of its remote monitoring system. Id. § 227.38. This is currently being updated. A company engaging in activities for which a permit is required is subject to specific reporting requirements.170Id. § 227.50 (requiring annual report); Id. § 227.48 (requiring reporting of collisions resulting in “damage of property or in bodily injury or death”). The company must disclose, among other information, the number of miles its automated vehicles drove on California roads and any crashes in which they were involved.171Id. § 227.50(b)(3)(B)(iii), (4). Unlike NHTSA, California doesn’t let companies redact their narrative description of the crash. The combination of miles reporting and crash reporting gives the DMV a rough sense of a company’s crash rate, though this must be understood in the context of the ADS’s ODD.

To receive a deployment permit, a company must certify, among other things, that its vehicles have a two-way communication link with a remote agent and that they meet industry standards for cybersecurity.172Id. § 228.06(a)(1), (10). It must also provide information about its testing on public roads in California and elsewhere, including the number of miles driven and any crashes during testing.173Id. § 228.06(c)(7). The DMV can use the company’s track record in driverless testing to assess the risk of deployment. If the track record raises concerns, the DMV may decline to issue the deployment permit.

California currently doesn’t require a company with a deployment permit to report miles or crashes. This is unfortunate, because although companies are still reporting crashes to NHTSA, the public is deprived of access to the crash narratives that NHTSA redacts. The DMV does, however, require a company with a deployment permit to report any recalls it issues.174Id. § 228.12. And the DMV also has the power to suspend or revoke permits on several grounds, including if it determines that the company’s “vehicles are not safe for the public’s operation.”175Id. § 228.20.

The strengths and weaknesses of California’s permitting system are illustrated by its experience with Cruise, the now defunct robotaxi subsidiary of General Motors. Cruise jumped through all the hoops—obtaining a testing permit, a driverless testing permit, and a deployment permit.176Autonomous Vehicle Testing Permit Holders, Cal. Dep’t Motor Vehicles, https://www.dmv.ca.gov/portal/vehicle-industry-services/autonomous-vehicles/autonomous-vehicle-testing-permit-holders [https://perma.cc/5DEV-7UGP]. And in 2022, Cruise started to deploy a robotaxi fleet in San Francisco.177See Autonomous Vehicles in San Francisco, S.F. Mun. Transp. Agency, https://www.sfmta.com/projects/autonomous-vehicles-avs-san-francisco [https://perma.cc/UD7Y-Q3J8]. By the summer of 2023, Cruise’s robotaxis were involved in some crashes that raised doubts about its technologies. After a crash between a Cruise robotaxi and a firetruck, the California DMV made Cruise cut its fleet in half.178See Dara Kerr, Driverless Car Startup Cruise’s No Good, Terrible Year, NPR (Dec. 30, 2023), https://www.npr.org/2023/12/30/1222083720/driverless-cars-gm-cruise-waymo-san-francisco-accidents [https://perma.cc/29YK-JGJC]. Then in October 2023, a conventional vehicle (whose driver fled the scene) hit a pedestrian walking across the street, and the force of that collision propelled her into a Cruise robotaxi in an adjacent lane.179Tripp Mickle & Cade Metz, Cruise Says Hostility to Regulators Led to Grounding of Its Autonomous Cars, N.Y. Times (Jan. 25, 2024), https://www.nytimes.com/2024/01/25/technology/cruise-crash-report-san-francisco.html [https://perma.cc/6HMX-TCQB]. The robotaxi ran her over, stopped, and then started moving again, dragging her while she was pinned beneath the vehicle.180Id.

Cruise then misled regulators and the public about the crash by focusing on the initial collisions and failing to mention the subsequent dragging.181See Trisha Thadani, General Motors Scraps Robotaxi Development in New Fallout from 2023 Crash, Wash. Post (Dec. 10, 2024), https://www.washingtonpost.com/technology/2024/12/10/gm-cruise-scraps-robotaxi [https://perma.cc/4DEX-MU86]. When the California DMV learned the full story, it suspended Cruise’s deployment permit.182See Mickle & Metz, supra note 179. The DMV said it was suspending Cruise’s permits both because it had concluded that Cruise’s ADS was not safe and because Cruise had misrepresented information related to safety.183Id. The company paid a $1.5 million federal fine.184Jack Ewing, Cruise, G.M.’s Self-Driving Unit, Will Pay $1.5 Million Federal Fine, N.Y. Times (Sept. 30, 2024), https://www.nytimes.com/2024/09/30/business/gm-cruise-nhtsa-fine.html [https://perma.cc/LR7H-A6QD]. In December 2024, GM shut Cruise down while claiming that its work would be folded into GM’s efforts to develop more advanced features on its production vehicles.185See Thadani, supra note 181.

Until recently, California’s automated driving law didn’t explicitly provide a way for police to enforce the traffic law when a company was operating automated vehicles with no safety driver behind the wheel. This loophole deeply concerned local officials. The City of San Francisco explained that its police and fire departments don’t know what to do when a robotaxi blocked traffic or emergency vehicles.186Kevin Truong, When a Robotaxi Gets a Ticket, Who Is Accountable if There’s No Driver?, S.F. Standard (June 16, 2023), https://sfstandard.com/2023/06/16/san-francisco-wants-robotaxis-to-get-tickets-for-moving-violations [https://perma.cc/AHY9-LBP6]. In 2024, California enacted a statute that authorizes police to issue a “notice of autonomous vehicle noncompliance” against a company when one of its automated vehicles violates the traffic law.187Cal. Veh. Code § 387502(a) (West 2024).

  1. Service Regulation

Robotaxi companies may also be subject to another layer of regulation—regulation of the provision of transportation service. In Arizona and California, robotaxi regulation grew out of TNC regulation, which in a sense grew out of (or was imposed over) taxi regulation.

Taxi companies are often regulated as or akin to common carriers.188James B. Speta, Southwest Airlines, MCI, and Now Uber: Lessons for Managing Competitive Entry into Taxi Markets, 43 Transp. L.J. 101, 104 (2016). Many large municipalities restrict entry into the formal taxi market.189Wyman, supra note 18, at 31. In some cities, taxi drivers own or lease a medallion that authorizes them to operate.190See, e.g., Speta, supra note 188, at 107 (“For example, the Municipal Code of Chicago required a medallion (license) to operate a taxicab, established the rates for taxi trips (and forbade any agreement to charge a greater rate), and set quality standards for vehicles.”). Fares are fixed by regulation, usually at a constant rate per mile.191Id. at 114. And taxi companies are required to provide universal service—they cannot discriminate among riders.192Id. at 107.

Municipalities justify each element of taxi regulation with different policy rationales. Entry restrictions are thought to reduce congestion, limit pollution, protect driver pay, and prevent taxi drivers from competing for riders in dangerous ways.193Wyman, supra note 18, at 68. Fare regulation is seen as a remedy for imperfect information. Riders hailing taxis on the street cannot easily compare fares, so regulation ensures the fares are always the same.194Id. at 40. The universal service requirement has distributive goals—providing mobility for all residents regardless of their race, sex, class, or neighborhood.195Id. at 67–68.

The combination of entry restrictions, fare regulation, and a universal service requirement is also intended to create a system of implicit cross-subsidies.196Speta, supra note 188, at 115–16. The profits that taxis make in places and times with high travel demand (and thus less deadheading) subsidize the service they provide in places and times with low travel demand.197Id. at 114. Without these regulations, new entrants might be able to “creamskim”—serve only the high value trips and thereby erode the profits that cross-subsidize other trips.198Id. at 115. This was an early complaint about Uber and Lyft.

It is hard to assess whether the benefits of traditional taxi regulations outweigh the costs. With entry restricted, the taxi industry had little incentive for innovation. It was startups, not incumbents, that introduced hailing by app. The system of cross-subsidies didn’t always work. Many Brooklynites have hailed a cab in Manhattan only to watch the driver pull away after they gave their destination. But as defenders of taxi regulation have pointed out, many American cities experimented with deregulating taxis in the 1960s, 70s, and 80s only to find that fares rose and service quality declined.199Paul Stephen Dempsey, Taxi Industry Regulation, Deregulation & Reregulation: The Paradox of Market Failure, 24 Transp. L.J. 73, 107–10 (1996). In fact, most large cities that deregulated ultimately decided to bring back regulation.200Id. at 115–16.

In the 2010s, taxi regulation faced a new challenge—the rise of app-based ridehailing. Uber and Lyft offered lower fares, often shorter wait times, seamless payment, a driver rating system, and a more convenient way to hail a ride.201Wyman, supra note 18, at 4, 8, 26–27, 56–57. They rapidly took market share away from taxis.202See Schneider, supra note 96. Uber and Lyft were also “regulatory entrepreneurs.”203See Elizabeth Pollman & Jordan M. Barry, Regulatory Entrepreneurship, 90 S. Cal. L. Rev. 383, 385 (2017) (calling companies that “make[] changing the law a material part of its business plan” regulatory entrepreneurs). In many jurisdictions, their service was illegal or in a legal gray area. For example, while Uber initially focused on professional drivers that might be regulated by something like NYC’s Taxi and Limousine Commission, it soon expanded to ordinary drivers who were freelancing. In some jurisdictions, legislators and regulators cracked down.204Id. at 399. Uber and Lyft fought back by encouraging their customers to lobby their state representatives to legalize—and often preempt local regulation of—the transportation service they had come to prefer.205See id. at 409 (recounting an example where Uber hired a team of lobbyists to “fight the legislative effort to override the veto”).

In recent years, the TNC market has stabilized. Uber and Lyft have formed a duopoly, splitting the market about three-to-one.206Kaczmarski, supra note 19. They have both steadily raised their fares.207See Schneider, supra note 96. After their respective IPOs, they could no longer rely on venture capitalists to subsidize their rides and faced investor pressure to turn a profit. In hindsight, the low fares and high driver pay of ridehailing’s early days were an unsustainable illusion—and arguably a predatory pricing scheme.208Matthew T. Wansley & Samuel N. Weinstein, Venture Predation, 48 J. Corp. L. 813, 815 (2023) But despite the increased fares, TNCs are offering a better service than taxis did, at least if you measure by consumers’ willingness to pay.

Municipalities and taxi companies should have taken the opportunity presented by app-based ridehailing to rethink taxi regulation. They should have been allowed to craft a new set of rules that apply equally to all vehicles-for-hire.209Wyman, supra note 18, at 31 (“[R]egulators should treat all vehicles providing point-to-point transportation in response to customer requests as a unit . . . .”). But that didn’t happen. In many states, Uber and Lyft bypassed cities and went directly to state legislatures in their pursuit of a new legal category—TNCs—with a new set of rules different than the local rules that continue to apply to taxis.

Although often associated with their apps, the key feature of TNCs is their reliance on drivers using their own private vehicles.210Arizona defines a TNC as a business “that uses a digital network or software application to connect passengers to transportation network services provided by [TNC] drivers and that may but is not deemed to own, operate or control a personal motor vehicle of a [TNC] driver.” Ariz. Rev. Stat. Ann. § 28-9551(3) (2025). California defines a TNC as a business “that provides prearranged transportation services for compensation using an online-enabled application or platform to connect passengers with drivers using a personal vehicle.” Cal. Pub. Util. Code § 5431 (West 2025). TNCs are not subject to entry restrictions or to fare regulation that many municipalities still apply to taxis.211See Wyman, supra note 18, at 32, 43. The imperfect information rationale for fare regulation is arguably obsolete because riders can compare fares by toggling between apps.212Id. at 40. To the extent that certain rides are subsidized, it is because of strategic considerations by the companies or the drivers.

The content of TNC regulation varies by state. Arizona’s rules focus on rider and driver safety. Arizona’s TNC statute provides that the state Department of Transportation shall issue permits to TNCs that comply with the statute’s requirements.213Ariz. Rev. Stat. Ann. § 28-9552(A) (2025). Before each ride, TNCs must disclose to riders the identity of the driver, the vehicle’s license plate, and the fare.214Id. § 28-9553(C). After each ride, they must provide riders with an electronic receipt and preserve a digital record of the trip.215Id. § 28-9553(D). TNCs must disclose to drivers when the company’s insurance policies apply to them.216Id. § 28-9558. And they must screen drivers by conducting criminal background and driving record checks and enforcing a zero tolerance policy for drugs and alcohol.217Id. § 28-9554.

California’s TNC statute goes further. It allocates regulatory authority to the state’s public utilities regulator, the California Public Utilities Commission (“CPUC”).218Cal. Pub. Util. Code § 5440. Like Arizona, California requires that TNCs disclose to riders information about the driver and vehicle, disclose to drivers when the company’s insurance policies apply, and conduct a criminal background check on drivers.219Id. §§ 5432, 5445.1, 5445.2. But California also mandates that TNCs meet specific minimum levels for insurance coverage that are higher than those that would otherwise apply to personal motor vehicles.220Id. § 5433. And it prohibits TNCs from disclosing a rider’s personally identifiable information to third parties without consent.221Id. § 5437.

California takes modest steps to address the externalities that TNCs create. TNCs must develop a “greenhouse gas emissions reduction plan” with targets for increasing the proportion of drivers using electric vehicles.222Id. § 5450(c). And the California legislature granted San Francisco the authority to tax riders of traditional TNCs and robotaxis to fund the city’s transportation operations and infrastructure.223Id. § 5446. California has also tried to encourage TNCs to expand mobility. They are required to charge their riders five cents per trip to contribute to the “TNC Access for All Fund,” which supports accessible transportation.224Id. § 5440.5.

The development of robotaxis has long been connected with the rise of ridehailing. The leaders of the Google self-driving car program decided to pursue the robotaxi business model as they watched ridehailing take off.225Lawrence D. Burns & Christopher Shulgan, Autonomy 246–47 (2018). Both Uber and Lyft tried to develop their own ADS. Uber founder Travis Kalanick once called robotaxis “existential” for his company.226Nick Statt, Uber CEO Says Self-Driving Cars Won’t Replace Human Drivers in the Near Term, Verge (Oct. 19, 2016), https://www.theverge.com/2016/10/19/13341130/uber-travis-kalanick-self-driving-cars-automation-jobs [https://perma.cc/L7KM-7RUG]. But the reputation of Uber’s automated driving program was damaged by revelations following its fatal crash in Arizona in 2018. And after their IPOs, neither Uber nor Lyft had the cash to sustain their programs, so they sold them.227Lizette Chapman & Dana Hull, Uber Sells Self-Driving Unit to Aurora, Takes Startup Stake, Bloomberg (Dec. 7, 2020), https://www.bloomberg.com/news/articles/2020-12-07/uber-sells-self-driving-unit-to-aurora-takes-stake-in-startup [https://web.archive.org/web/20250726073842/https://www.bloomberg.com/news/articles/2020-12-07/uber-sells-self-driving-unit-to-aurora-takes-stake-in-startup]; Woven Planet, a Subsidiary of Toyota, to Acquire Lyft’s Self-Driving Car Division, Lyft (Apr. 26, 2021), https://investor.lyft.com/news-and-events/news/news-details/2021/Woven-Planet-a-subsidiary-of-Toyota-to-acquire-Lyfts-self-driving-car-division [https://perma.cc/EF4R-R5QM].

The first robotaxi regulations have been strongly influenced by TNC regulations. Arizona applies its TNC regulations to robotaxis through incorporation by reference. An Arizona statute provides that: “An on-demand autonomous vehicle network may operate pursuant to [the state’s TNC statute] except that any provision of [that statute] that by its nature reasonably applies only to a human driver does not apply to a fully autonomous vehicle operating with the [ADS] engaged . . . .”228Ariz. Rev. Stat. Ann. § 28-9704 (2025).

California’s legislature has not enacted a statute specific to robotaxis (as opposed to TNCs, vehicles for hire, or automated driving more generally). Instead, the CPUC created its robotaxi regulations using its existing statutory authority over vehicles for hire.229California’s public utilities code defines a broad category of Transportation Charter Party Carriers (TCPs) that includes “every person engaged in the transportation of persons by motor vehicle for compensation, whether in common or contract carriage, over any public highway in this state.” Cal. Pub. Util. Code § 5360 (West 2011). TNCs are just one subcategory of TCPs. As one federal court has explained, “[t]he key distinguishing characteristic of TCPs, as opposed to traditional taxis, is that the transportation must be ‘prearranged’ rather than hailed on the street.” Overton v. Uber Techs., Inc., 333 F. Supp. 3d 927, 936 (N.D. Cal. 2018). The CPUC couldn’t regulate robotaxi companies as TNCs because they don’t meet the statutory definition of TNCs—they don’t connect people with drivers. But they do meet the broader definition of a TCP. In 2018, the CPUC created two pilot programs for robotaxis. The first pilot let companies with a vehicle-for-hire permit and a DMV testing permit offer rides in their robotaxis with a safety driver present.230Decision Authorizing a Pilot Test Program for Autonomous Vehicle Passenger Service with Drivers and Addressing in Part Issues Raised in the Petitions for Modification of General Motors, LLC/GM Cruise, LLC, Lyft, Inc., and Rasier-CA, LLC/UATC, LLC for Purposes of a Pilot Test Program for Driverless Autonomous Vehicle Passenger Service, Order Instituting Rulemaking on Regulations Relating to Passenger Carriers, Ridesharing, and New Online-Enabled Transportation Services, R. 12-12-011, at 4 (Cal. Pub. Utils. Comm’n May 31, 2018) [hereinafter CPUC Pilot Programs Order]. The second pilot let companies with a vehicle-for-hire permit and a DMV driverless testing permit offer rides without a safety driver.231Id. Companies participating in the pilots were prohibited from accepting payment from riders. And they were required to submit aggregate data on their operations.232Id. at 39. Cruise, Waymo, Zoox, and three other companies obtained permits for at least one of the pilots.233Decision Authorizing Deployment of Drivered and Driverless Autonomous Vehicle Passenger Service, Order Instituting Rulemaking on Regulations Relating to Passenger Carriers, Ridesharing, and New Online-Enabled Transportation Services, R. 12-12-011, at 5 (Cal. Pub. Utils. Comm’n Nov. 19, 2020) [hereinafter CPUC Deployment Order].

In 2020, the CPUC issued regulations for robotaxi deployment. Companies with a vehicle-for-hire permit and a DMV deployment permit were allowed to apply to the CPUC for a robotaxi deployment permit.234Id. at 3. Companies that were approved were allowed to start charging riders.235Id. The CPUC imposed two new obligations on applicants. First, they have to submit a “Passenger Safety Plan” that explains how they (1) minimize safety risks from other riders; (2) minimize safety risks from outside the vehicle; (3) ensure riders can safely identify the vehicle, enter, and exit; (4) enable riders to communicate with remote operators; and (5) collect and respond to rider complaints.236Id. at 35. Second, after a company is approved to deploy, it has to submit detailed, trip-level data on each ride request and each ride.237Id. at 2 (indicating that participants must provide data, inter alia, on the “pick-up and drop-off locations for individual trips”).

Two companies—Cruise and Waymo—applied to deploy a commercial robotaxi service in San Francisco.238Press Release, CPUC Approves Permits for Cruise and Waymo to Charge Fares for Passenger Service in San Francisco, Cal. Pub. Utils. Comm’n (Aug. 10, 2023), https://www.cpuc.ca.gov/news-and-updates/all-news/cpuc-approves-permits-for-cruise-and-waymo-to-charge-fares-for-passenger-service-in-sf-2023 [https://perma.cc/NW7N-3WGD]. In August 2023, the CPUC approved both requests.239Id. But as we have seen, Cruise’s robotaxi service did not last long. The CPUC suspended Cruise’s robotaxi deployment permit after the DMV suspended Cruise’s ADS deployment permit in the aftermath of its serious pedestrian crash in October 2023.240See Rebecca Bellan, California Agency Pulls Cruise’s Commercial Robotaxi Permit Following DMV Action, TechCrunch (Oct. 24, 2023), https://techcrunch.com/2023/10/24/cpuc-pulls-cruise-robotaxi-permit-after-dmv-suspension [https://perma.cc/Q4ZR-XWDL]. Waymo’s robotaxi operations, however, have continued to grow. In March 2024, the CPUC approved Waymo’s request to expand its service area in San Francisco down to Silicon Valley and to add a new service area in Los Angeles.241See Cal. Pub. Utils. Comm’n, Letter Approving Waymo’s Advice Letter (Mar. 1, 2024), https://www.cpuc.ca.gov/-/media/cpuc-website/divisions/consumer-protection-and-enforcement-division/documents/tlab/av-programs/waymo-al-2-disposition-letter-20240301_signed.pdf [https://perma.cc/5QR9-78QZ].

So today, at least two states have considerable experience regulating an active commercial robotaxi service.242Waymo now operates in other states as well—though for less time and, in some cases, with less oversight than in Arizona and especially California. In the rest of this Article, we ask, how should they regulate?

II. Curbing Externalities

We start with regulating externalities. Robotaxis will emit pollutants into the environment. They will contribute to wear and tear on physical infrastructure. They will cause congestion. They will passively surveil their surroundings, which could erode privacy. But so too will many other technologies and travel modes. In this Part, we consider how policymakers should respond to the externalities of robotaxis in a way that accounts for this broader context.

A. Externalities and Mode Choice

One might think there’s an easy answer to the externalities robotaxis create: impose Pigouvian taxes, so the robotaxi companies internalize the costs. But personal motor vehicles, taxis, TNCs, and other modes of travel—whether automated or not—also create externalities. So policymakers must consider how externality regulation will affect choices among modes.

Burdening automated driving in ways that do not burden conventional driving will push people toward conventional driving. Burdening robotaxis in ways that do not burden personal automated vehicles will push people toward personal automated vehicles. If robotaxis offer net social benefits relative to those modes, these are not desirable outcomes.

But externality regulation that applies to all travel modes might not always be attainable.243Walker Smith, supra note 13, at 674. The practicality and political feasibility of regulation can vary by mode. In some cases, robotaxis might be easier to regulate, and to at least some degree policymakers should take advantage of the opportunity.

We suggest a hierarchy of action:

  • Internalize costs across all travel modes.
  • Where this is not possible, internalize costs across motor vehicle modes.
  • Where this is not possible, internalize costs across fleet-deployed motor vehicles.
  • Where this is not possible, internalize costs across automated vehicles.
  • Where this is not possible, internalize costs across robotaxis.

Costs can be internalized through taxation, market caps, performance requirements, or other regulatory mechanisms. If applied proportionately, the regulatory mechanisms should be automatically indexed so that the extent of a mode’s internalization of its external costs rises along with its share of the market. In addition, when choosing what and how to regulate, we suggest prioritizing action on what are likely to be significant inflection

points that could lock the public, policymakers, and companies into one long-term path or another.

Take the example of motor vehicle emissions that we discuss below. Ideally, in our view, regulators would require that all new motor vehicles244Technically, each manufacturer’s set of new vehicles. While this is called a “fleet,” we use that term in a different way in this paragraph. achieve increasingly aggressive fuel efficiency standards. If that’s not politically realistic, then it may be appropriate to begin with fleets—government vehicles, other vehicle pools, rental cars, and the like.245State and federal agencies may have flexibility and authority in their procurement capacity that they do not in their regulatory capacity. See, e.g., 49 U.S.C. § 30103(b)(1) (“However, the United States Government, a State, or a political subdivision of a State may prescribe a standard for a motor vehicle or motor vehicle equipment obtained for its own use that imposes a higher performance requirement than that required by the otherwise applicable standard under this chapter.”). But imposing significant initial burdens on these fleets could significantly disadvantage them vis-à-vis private ownership models. And so, it may be appropriate to require fleet vehicles to meet a fuel efficiency standard that is somewhere between the standard for regular vehicles and the standard that would be ideal.

Or take the example of the third-party liability insurance required for motor vehicles. Countries in the European Union generally require vehicle owners and operators to have liability insurance that covers anywhere from millions of dollars of exposure to literally unlimited exposure.246See Directive (EU) 2021/2118 of the European Parliament and of the Council, 2021 O.J. (L 430) 1; Council of Bureaux (AISBL), Minimum Amount of Insurance Coverage (Jan. 2026) (on file with the authors). Even the low end of this range is a hundred to a thousand times greater than minimum insurance requirements in most U.S. states. Ideally, in our view, states would dramatically increase insurance minimums across the board and index them to inflation.247South Carolina required $10,000 of automotive liability insurance in 1963. Adjusted for medical inflation, this is equivalent to requiring about $230,000 today—and yet the state, like many others, currently requires only $25,000 in coverage for a single injury. S.C. Code Ann. § 38-77-140 (2024). States have not done so.248Though North Carolina recently doubled its minimum. Changes to the Rating of Automobile Insurance Policies, Effective July 1, 2025, N.C. Dep’t of Ins., https://www.ncdoi.gov/changes-rating-automobile-insurance-policies-effective-july-1-2025 [https://perma.cc/32GA-HAD8]. This is commendable even as it is still far short of what we consider the ideal. Some states, however, have required the companies testing or deploying automated vehicles to show financial responsibility in the millions of dollars.249See, e.g., Nev. Rev. Stat. § 482A.060 (2025) (requiring that person that begins testing autonomous vehicles within State must submit “proof of insurance or self-insurance acceptable to the Department in the amount of $5,000,000”); Fla. Stat. § 316.86(1) (2015) (requiring that entity “performing the testing” of an ADS “submit to the department an instrument of insurance, surety bond, or proof of self-insurance . . . in the amount of $5 million”). Under our approach, the difference between the two requirements might not be so great, but this is at least useful precedent—and, in fairness, does not seem to have dampened enthusiasm for automated driving.250In fact, Nevada originally intended for its higher insurance requirement to function as an entry barrier for individuals and smaller companies that might irresponsibly test their automated creations on public roads. Stanford Center for Internet and Society, How an (Autonomous Driving) Bill Becomes Law, at 1:05:40–1:06:07 (YouTube Nov. 12, 2012), https://www.youtube.com/watch?v=gx6D55poYdk [https://perma.cc/7PL7-G93B]. And Florida intended its higher insurance requirement to in effect delegate safety regulation to the insurance industry. Marc Scribner, How Florida Hit the Gas on Self-Driving Car Development, Competitive Enter. Inst. (Sep. 26, 2019), https://cei.org/opeds_articles/how-florida-hit-the-gas-on-self-driving-car-development [https://perma.cc/8U56-HXQH].

Finally, we recognize that even when internalizing externalities provides benefits to those with less money, it can also impose disproportionate costs on them. An increase of $1,000 in the price of a new car to include an important safety feature is negligible for someone who can afford a $150,000 car but significant for someone who can afford only a $15,000 car. So too is increasing the per-mile cost of a trip (whether by private automobile or robotaxi) by fifty cents.

Fortunately, internalizing costs is only half of the policy question. The other half is how to channel the societal gains. In the easiest case of governmental revenue, a government can return to households any additional funds it receives from, say, taxing carbon or setting a floor for the price of energy. If designed carefully, these rebates can ultimately enhance rather than diminish individual choice: Someone who chooses to travel an average amount by personal automobile might well break even if their rebate covers the additional costs of fuel, tolls, and parking. Meanwhile, someone who chooses to live closer to work or bicycle may well come out ahead. Even where the benefits are societal rather than governmental and abstract rather than fiscal, smart policies can equitably capture and return some of this gain.251We do recognize the irony of reimagining broader governmental philosophy and policy in a discussion ostensibly on second-best solutions.

In this section, we address just some of the external costs of motor vehicle travel: pollution, wear-and-tear, congestion, and privacy. Of course, traffic injury is a national crisis, but it is beyond the scope of our present analysis.252On this point, see, e.g., Transforming Transp. Advisory Comm., supra note 13. For a broad vision of road traffic safety, to which automated driving might contribute, see Bryant Walker Smith, Road Traffic Safety, NewlyPossible.org (Sep. 26, 2022), https://newlypossible.org/wiki/Road_traffic_safety [https://perma.cc/CG7V-XN45].

B. Pollution

A critical externality of motor vehicle use is air pollution. Tailpipe emissions from traditional gasoline and diesel vehicles account for about one-fifth of greenhouse gas emissions in the United States.253See Fast Facts on Transportation Greenhouse Gas Emissions, U.S. Env’t Prot. Agency (June 6, 2025), https://www.epa.gov/greenvehicles/fast-facts-transportation-greenhouse-gas-emissions [https://perma.cc/8MEB-GB77]. And tailpipes also emit other gases and particulates harmful to human health.254Off. Transp. & Air Quality, U.S. Env’t Prot. Agency, EPA-420-F-23-014, Tailpipe Greenhouse Gas Emissions from a Typical Passenger Vehicle 2–3 (2023).

The gradual electrification of the vehicle fleet is reducing its per-mile carbon footprint.255Specifically, nonpoint source pollution of the byproducts of combustion. EVs still require energy to be produced somewhere, and they still pollute through mechanical means (such as tire wear). See supra note 10 and accompanying text. In the most recent quarter, almost nine percent of new vehicles sold in the United States were battery electric.256U.S. Share of Electric and Hybrid Vehicle Sales Reached a Record in the Third Quarter, U.S. Energy Info. Admin. (Dec. 4, 2024), https://www.eia.gov/todayinenergy/detail.php?id=63904 [https://perma.cc/K2VT-46SL]. And the United States lags many countries in the developed world in electric vehicle adoption. In Norway, about eighty-nine percent of new vehicles sold in 2024 were electric.257Nerijus Adomaitis, In Norway Nearly All New Cars Sold in 2024 Were Fully Electric, Reuters (Jan. 2, 2025), https://www.reuters.com/business/autos-transportation/norway-nearly-all-new-cars-sold-2024-were-fully-electric-2025-01-02 [https://perma.cc/WL5P-AG83].

The Biden administration prioritized electrification of the vehicle fleet. The Inflation Reduction Act provided tax credits for electric vehicles and charging stations.258See 26 U.S.C. § 30C(a) (allowing credit of the cost of “any qualified alternative fuel vehicle refueling property”); 26 U.S.C. § 30D(a) (allowing credit for “each new clean vehicle placed in service by the taxpayer”). The U.S. Environmental Protection Agency issued a new tailpipe emission rule that would effectively require half the new cars sold in 2032 to be electric (or use an alternative fuel).259See Multi-Pollutant Emissions Standards for Model Years 2027 and Later Light-Duty and Medium-Duty Vehicles, 89 Fed. Reg. 27842 (Apr. 18, 2024) (to be codified at 40 C.F.R. pts. 85, 86, 600, 1036, 1037, 1066, 1068). And the U.S. Department of Transportation has set a fuel economy standard that would require the cars that each automaker sells to average sixty-five miles per

gallon.26049 C.F.R. § 531.5 (2024); see also Corporate Average Fuel Economy Standards for Passenger Cars and Light Trucks for Model Years 2027 and Beyond and Fuel Efficiency Standards for Heavy-Duty Pickup Trucks and Vans for Model Years 2030 and Beyond, 89 Fed. Reg. 52540 (June 24, 2024), (to be codified at 49 C.F.R. pts. 523, 531, 533, 535, 536, 537) (establishing Corporate Average Fuel Economy (CAFE) standards). But see Resetting the Corporate Average Fuel Economy Program, 90 Fed. Reg. 24518, 24521 (June 11, 2025) (to be codified at C.F.R. pts. 531, 533, 535) (concluding that NHTSA had applied factors to determine 2024 standards that were contrary to law); NHTSA Interpretive Rule Asserts Authority to Reset CAFE Standards, Colum. L. Sch. Sabin Ctr. for Climate Change L., https://climate.law.columbia.edu/content/nhtsa-interpretive-rule-asserts-authority-reset-cafe-standards [https://perma.cc/B8PR-UMDN]. Since 2025, The Trump administration or Congress has reversed many of these steps.261Lisa Friedman, Trump Administration Erases the Government’s Power to Fight Climate Change, N.Y. Times (Feb. 12, 2026), https://www.nytimes.com/2026/02/12/climate/trump-epa-greenhouse-gases-climate-change.html [https://perma.cc/363U-A6UV].

Some states have gone further—or at least have tried to.262Camila Domonoske, Upending Norms, the Senate Votes to Undo California’s EV Rules, NPR (May 22, 2025), https://www.npr.org/2025/05/22/nx-s1-5387729/senate-california-ev-air-pollution-waiver-revoked [https://perma.cc/2GSG-F48Y] (reporting on Senate’s vote to overturn waiver allowing California to set stricter air pollution standards for cars). California law requires that all new passenger vehicles sold in the state in or after 2035 be powered by something other than gasoline or diesel.263Cal. Code Regs. tit. 13, § 1962.4 (2025). But see Complaint for Declaratory and Injunctive Relief, United States v. California Air Resources Board, No. 2:26-cv-00450 (E.D. Cal. Mar. 12, 2026), https://www.justice.gov/opa/media/1430886/dl?inline [https://perma.cc/8YRK-EHMY] (seeking to block California’s law). For more on this, see, e.g., Dan Farber, Does Federal Law Still Preempt State Standards relating to Fuel Efficiency?, Legal Planet (Mar. 12, 2026), https://legal-planet.org/2026/03/12/does-federal-law-still-preempt-state-standards-relating-to-fuel-efficiency [https://perma.cc/LN3M-T7KR].

The robotaxi business model is well-suited to electric vehicles. Robotaxis are being deployed in dense, urban areas. They are never too far from a charging station. A robotaxi company can monitor when its vehicles need to be recharged, and its routing algorithms can plan its trips accordingly. Robotaxi riders being shuttled around a city don’t suffer “range anxiety” the way that a human driver might on a long-distance trip. Charging does currently require taking a robotaxi out of operation for potentially longer than a stop at a gas station, but this may eventually be addressed with better batteries, faster charging, charging-in-motion, and even battery swapping (which is likely more manageable within a fleet than between private vehicles).

Policymakers should mandate that all robotaxis be electric or alternative-fuel vehicles.264We generally mean electric vehicles, but we recognize that there are potential alternatives such as hydrogen and that EVs may be poorly suited to rural service areas that lack charging or battery-swapping infrastructure. California has already enacted a statute that requires any automated vehicle in model year 2031 or later to be electric.265Cal. Veh. Code § 38750(i)(1) (West 2025). There’s no reason to wait that long. The large U.S. companies that are deploying or developing robotaxis are using electric vehicles today—Waymo’s Jaguar I-Pace, Zeekr minivan, and Hyundai Ioniq; Zoox’s bespoke electric vehicle; and all of Tesla’s models.266See supra notes 78–79 and accompanying text. And none have announced plans to use gasoline-powered vehicles in the future. An electric vehicle mandate for robotaxis would likely not face the opposition that a broader requirement could. And it would have the effect of setting a market floor that others could not subsequently undercut.

An electric vehicle mandate will not eliminate robotaxis’ contribution to air pollution. Increasing demand for electricity can increase emissions if that electricity is generated by burning fossil fuels. Tires, brake pads, and other vehicle parts exposed to heat or friction generate particles that can harm the environment and human health.267See Jim Robbins, Road Hazard: Evidence Mounts on Toxic Pollution from Tires, Yale Env’t 360 (Sep. 19, 2023), https://e360.yale.edu/features/tire-pollution-toxic-chemicals [https://perma.cc/B8FP-UF99]. Supply chains for vehicles and data centers for automated driving also have significant environmental impacts. But here mode-neutral environmental regulation is likely the best solution.

C. Wear-and-Tear

Motor vehicles also cause wear-and-tear on the roads. State and federal governments address this externality by charging excise taxes on gasoline.268See How Much Tax Do We Pay on a Gallon of Gasoline and on a Gallon of Diesel Fuel?, U.S. Energy Info. Admin. (Aug. 21, 2024), https://www.eia.gov/tools/faqs/faq.php?id=10&t=5 [https://perma.cc/4NUR-F5L4] (noting federal excise taxes on gasoline of 18.4 cents per gallon and average state excise taxes on gasoline of 32.61 cents per gallon). The federal excise tax rate is codified at 26 U.S.C. § 4041(a)(3)(A). Revenue from gas taxes can—and in some states, must—be spent on transportation infrastructure.269The federal gas tax contributes to the Highway Trust Fund, which funds both highways and mass transit. See Congressional Budget Office, The Status of the Highway Trust Fund: 2023 Update 1 (2023). State gas taxes are often used to cover roadway expenses. See Adam Hoffer & Jacob Macumber-Rosin, Gas Taxes by State, 2024, Tax Found. (Aug. 6, 2024), https://taxfoundation.org/data/all/state/state-gas-tax-rates-2024 [https://perma.cc/759R-RMTE] (describing use of gas taxes to fund road construction and maintenance). The rationale for a gas tax is that gas consumption roughly tracks miles driven, so the tax functions as a user fee.

As motor vehicles have become more fuel-efficient and as electric vehicles have increased in popularity, though, the connection between the gas tax and VMT is becoming attenuated. To make matters worse, the federal gas tax and some state gas taxes are not indexed to inflation.270Janelle Fritts, Gas Taxes by State, 2021, Tax Found. (July 28, 2021), https://taxfoundation.org/data/all/state/state-gas-tax-rates-2021 [https://perma.cc/2UF3-VFC3]; see also Theodore J. Kury, The Gas Tax’s Tortured History Shows How Hard It Is to Fund New Infrastructure, PBS (June 22, 2021), https://www.pbs.org/newshour/politics/the-gas-taxs-tortured-history-shows-how-hard-it-is-to-fund-new-infrastructure [https://perma.cc/NWS2-L5M7] (noting efforts to index gas tax to inflation). Although the gas tax today still generates revenue with the salutary effect of promoting electric vehicles, at some point it will be necessary to find other ways to finance surface transportation.

The simplest alternative to a gas tax is a VMT tax—a per mile charge to use the public roads. Four states are already implementing VMT taxes for electric vehicles.271Jacob Macumber-Rosin & Adam Hoffer, Vehicle Miles Travelled Taxes Rollout Across States, Tax Found. (May 9, 2024), https://taxfoundation.org/blog/state-vmt-vehicle-miles-traveled-taxes [https://perma.cc/JU2F-XN7U] (noting programs in Hawaii, Oregon, Utah, and Virginia). These states offer electric vehicle owners the choice of paying a fixed annual fee or paying a VMT tax capped at the level of the annual fee.272Id. Hawaii plans to take away the choice and require all electric vehicle owners to pay its VMT tax in 2028.273Id.

A shift to electric vehicles may increase wear-and-tear on the roads because batteries make electric vehicles heavier than similar internal combustion engine vehicles.274Blake Shaffer, Maximilian Auffhammer & Constantine Samaras, Make Electric Vehicles Lighter to Maximize Climate and Safety Benefits, Nature Comment (Oct. 12, 2021), https://www.nature.com/articles/d41586-021-02760-8 [https://perma.cc/G8FW-W59F]. In a world where all motor vehicles were electric and an upstream carbon tax addressed the broader environmental burden of energy production, a weight-adjusted VMT tax might be the optimal solution. Short of that, tweaking traditional fuel taxes by properly indexing them to inflation, adjusting them for fleetwide fuel efficiency, and using them to provide a floor for the price of fuel could address wear-and-tear while capturing some of the larger externalities of internal combustion engines.

D. Congestion

Congestion is an externality that all motor vehicles can create. But robotaxis may exacerbate congestion by satisfying latent travel demand or creating new travel demand.275See Walker Smith, supra note 5, at 1405–08 (discussing induced demand). Riders might find travel in a robotaxi less costly. The cost reduction could be financial: a robotaxi company might charge fewer cents per mile than a traditional TNC would. It could be about opportunity cost: a passenger in an automated vehicle might be able to sleep or do work that a driver could (and should) not. Or it could be psychological: riding may be less stressful than driving, especially during congested periods. The cost reduction might also encourage people to make different

decisions about where they live or work. In each case, the benefits could lead people to take more trips and longer trips.

How much congestion robotaxis create will depend not only on how many people take rides and how long those trips take, but also how efficient the networks are. As we mentioned in Part I, Waymo’s robotaxis in San Francisco are deadheading over 40% of the time.276See Campbell, supra note 109. The robotaxi companies’ private incentives to reduce deadheading don’t capture all the social costs of congestion, so regulation can and should supplement that incentive. But it is important to remember that personal cars have their own form of deadheading: the miles they drive while cruising in search of parking.

Some U.S. cities have VMT taxes that apply only to certain modes, which function in some ways like a congestion tax. As we mentioned in Part I, the California legislature gave the City of San Francisco the authority to tax TNCs and robotaxis.277See Cal. Pub. Util. Code § 5446. In 2019, San Francisco voters approved a tax, now called the Traffic Congestion Mitigation Tax, at the ballot box.278Traffic Congestion Mitigation Tax, City & Cnty. S.F. Treasurer & Tax Collector, https://sftreasurer.org/business/taxes-fees/traffic-congestion-mitigation-tax-tcm [https://perma.cc/5ZZL-RCZV] (last visited Sep. 26, 2025). Riders in a gasoline vehicle who request to ride solo are taxed up to 3.25%.279Id. Riders in an electric vehicle and riders who request to share their ride are taxed 1.5%.280Id. In some respects, the tax is well-designed. The tax is a fixed percentage of the fare, so it should scale with VMT and travel demand. But because it only applies to TNCs and robotaxis, it distorts the market in favor of personal motor vehicles.

We are less sure of the politics of more ambitious visions of VMT taxation in which continuous monitoring facilitates dynamic—that is, demand-variable—pricing. As a general matter, Americans seem skeptical of devices that are attached to their cars for the purpose of updating “the government” on their travel. This is understandable.

Instead, we favor a mix of mechanisms that, in combination, generate revenue above an excise tax on gas or carbon, serve as a proxy for the use of valuable road space, and accordingly help to manage travel demand. These include congestion prices in urban centers, other forms of variable tolling on major roadways and bottlenecks, and market-rate parking rates. As famous photos comparing the road space used by people on foot, in a bus, on bikes,

and in cars suggest,281See, e.g., Jarrett Walker, The Photo That Explains Almost Everything, Human Transit (Sep. 21, 2012), https://humantransit.org/2012/09/the-photo-that-explains-almost-everything.html [https://perma.cc/KT4E-NBDY]. the key is to charge for road space in a way that optimizes that use.282Brad Templeton gave us the interesting suggestion of road-square-foot-per-second fee, though as with a demand-variable VMT tax, we doubt its political viability. See also Jack Hayes, Road Reservation Proposal2, YouTube (June 20, 2023), https://www.youtube.com/watch?v=d8vF6r0-XpM [https://perma.cc/72D4-969D].

Congestion pricing has been implemented in London, Milan, Singapore, and Stockholm.283Erica Veitch & Ekaterina Rhodes, A Cross-Country Comparative Analysis of Congestion Pricing Systems: Lessons for Decarbonizing Transportation, in Case Studs. on Transp. Pol’y 1, 6, 21 (2024). In January 2025, after much drama, New York City implemented the first general purpose congestion tax in the United States.284Winnie Hu & Ana Ley, New York City Welcomes Congestion Pricing with Fanfare and Complaints, N.Y. Times (Mar. 5, 2025), https://www.nytimes.com/2025/01/05/nyregion/nyc-congestion-pricing-tolls.html [https://perma.cc/RAU9-G2RM]. The initial results are promising. Travel times on the bridges and tunnels leading to lower Manhattan have fallen.285Ana Ley, Winnie Hu & Keith Collins, Less Traffic, Faster Buses: Congestion Pricing’s First Week, N.Y. Times (Jan. 13, 2025). https://www.nytimes.com/2025/01/13/nyregion/congestion-pricing-nyc.html [https://perma.cc/ZW8G-PHLF]. But it is too early to predict the long-term equilibrium.

An important point here is that there is no definitive solution to congestion: like popular restaurants, popular places and routes at popular times will be crowded. But there are still important policy choices about what that crowd looks like—and who can get through. If single- or zero-occupancy motor vehicles are queued, can people in communal and active modes still move? Do emergency vehicles have a path? If automated driving increases both demand and capacity, the result could be even more vehicles but no greater mobility.286See Walker Smith, supra note 5, at 1420. Given this, it is essential to start answering these questions before automated vehicles start eclipsing conventional vehicles.

E. Privacy

Loss of privacy is a hidden externality—and one with which automated driving has a complicated relationship.287On privacy generally, see, e.g., Airbnb, Inc. v. City of New York, 373 F. Supp. 3d 467 (S.D.N.Y. 2019); Rory Van Loo, Privacy Pretexts, 108 Cornell L. Rev. 1, 33 et seq. (2022); Ira S. Rubinstein & Bilyana Petkova, Governing Privacy in the Datafied City, 47 Fordham Urb. L.J. 755, 805 (2020); Aziz Z. Huq, The Public Trust in Data, 110 Georgetown L.J. 333 (2021); Andrew Guthrie Ferguson, Digital Rummaging, 101 Wash. U. L. Rev. 1473 (2024). We see privacy as playing a nuanced but ultimately important role in advancing the important societal values of freedom and community. Safety can preserve a person’s privacy.288Serious roadway crashes deprive their victims of privacy in many ways, in both the short-term and the long-term. Surveillance can impede a person’s ability to act on their own and to form relationships with others.

An ADS aims to generate a three-dimensional, 360-degree view of its surroundings.289Waymo, supra note 36, at 14 (“To meet the complex demands of autonomous driving, Waymo has developed an array of sensors that allow our vehicle to see 360° degrees, both in daytime and at night, and up to nearly three football fields away. This multi-layered sensor suite works together seamlessly to paint a detailed 3D picture of the world, showing dynamic and static objects including pedestrians, cyclists, other vehicles, traffic lights, construction cones, and other road features.”). That is why automated vehicles are outfitted with a suite of sensors. Those sensors are constantly receiving data about the objects in the vehicle’s vicinity. As a consequence, any person who passes within the range of the sensors will likely (and indeed should) be perceived by these sensors.

A high-fidelity perception system is critical to ADS safety. An ADS can choose a safe path only if it knows where people, animals, and objects are moving in real time. Indeed, one of the ways that ADSs might improve on human drivers is by detecting and tracking objects that a driver might miss.290Wansley, The End of Accidents, supra note 20, at 271–72. If stored, ADS perception data are also valuable for crash investigations, though more data does not necessarily mean more certainty. In addition, insights from these data might be useful to important research that has little to do with automated driving.

It might seem as though the privacy interests affected are insignificant. ADS sensors will only pick up what can be seen from a public roadway. Many of these places will also be surveilled by business or home monitoring systems. In a conventional sense, there is little reasonable expectation of privacy on a sidewalk or a front porch.291Though we don’t want to overstate this. See Matthew Guariglia & Lisa Femia, You Really Do Have Some Expectation of Privacy in Public, Electronic Fronter Foundation (Sept. 6, 2024), https://www.eff.org/deeplinks/2024/09/you-really-do-have-some-expectation-privacy-public [https://perma.cc/RET5-FLWC].

But we think the privacy risks are substantial. If automated driving succeeds commercially—and here we are talking not only about robotaxis—then surveillance will become pervasive.292See Walker Smith et al., supra note 12, at 7; David Sella-Villa & Michael Hodgson, Privacy in the Age of Active Sensors, 92 UKMC L. Rev. 1, 4 (2023). Automated vehicles will frequently pass by your home, your workplace, and every third place you visit. Their powerful sensors in combination with onboard and offboard computing power will add considerably to existing and growing surveillance by private and public actors.

Automated driving companies might also, among others, quietly become agents of law enforcement.293See Walker Smith et al., supra note 12, at 22. Increased monitoring could have real benefits for deterring crime or apprehending suspects. But if a city councilor proposed to have the police department build a system of pervasive surveillance, at a minimum we would have a debate about whether the public safety benefits outweighed the privacy harms.294Hopefully. See Mike Katz-Lacabe, Anaheim Police Buy a $755,000 Nyxcell Cell Site Simulator, Ctr. for Hum. Rts. & Priv., https://www.cehrp.org/issues/cell-site-simulator [https://perma.cc/C6HB-T2D2]; Jessica Glenza & Nicky Woolf, Stingray Spying: FBI’s Secret Deal with Police Hides Phone Dragnet from Courts, Guardian (Apr. 10, 2015), https://www.theguardian.com/us-news/2015/apr/10/stingray-spying-fbi-phone-dragnet-police [https://perma.cc/2DXJ-8SM4]; Kate Martin, Documents: Tacoma Police Using Surveillance Device to Sweep up Cellphone Data, News Trib. (Feb. 25, 2016), https://www.thenewstribune.com/news/local/article25878184.html [https://perma.cc/V9BR-ULSA]. The deployment of robotaxis might bring about the same privacy loss without any public debate. Courts have already issued warrants to robotaxi companies for sensor data.295Julia Love, Police Are Requesting Self-Driving Car Footage for Video Evidence, Bloomberg (June 29, 2023), https://www.bloomberg.com/news/articles/2023-06-29/self-driving-car-video-from-waymo-cruise-give-police-crime-evidence [https://perma.cc/6R42-9DGD]. And police may not always need to get a warrant. After a deliberate explosion in a Cybertruck in Las Vegas, for example, Tesla quickly made information from that vehicle and from its network available to law enforcement.296Trisha Thadani & Shannon Najmabadi, Elon Musk Offers Personal Aid in Las Vegas Cybertruck Explosion Probe, Wash. Post (Jan. 3, 2025), https://www.washingtonpost.com/technology/2025/01/03/elon-musk-telsa-cybertruck-explosion-data [https://web.archive.org/web/20250103154432/https://www.washingtonpost.com/technology/2025/01/03/elon-musk-telsa-cybertruck-explosion-data].

Waymo and its erstwhile rival Cruise both disclosed that they have provided ADS video data to the police. Waymo claimed that it generally only shares data under a warrant or court order.297Love, supra note 295; see also Hit the Road, Mac: The Future of Self-Driving Cars, Hearing Before S. Comm. on Com., Sci., and Transp., 119th Cong. 2 (2026), https://www.commerce.senate.gov/2026/2/hit-the-road-mac-the-future-of-self-driving-cars [https://perma.cc/S63G-ZB82], 1:04:53–1:06:40 (testimony of Waymo and Tesla Representatives). The company has stated that, if the police make a request that is overbroad, “we try to narrow it, and in some cases we object to producing any information at all.”298Love, supra note 295. Cruise likewise stated that it “disclose[s] relevant data only in response to legal processes or exigent circumstances, where we can help a person who is in imminent danger.”299Id. Both of these statements are carefully hedged, and they have not been independently verified beyond some open records requests. These dynamics evoke past (and indeed current) debates about the relationship between telecommunications companies and federal investigators.

Companies have strong incentives to stay in the good graces of law enforcement because policing requires discretion. Every time an automated vehicle is involved in a crash or at least arguably violates a traffic law is an opportunity for the police to use their discretion to benefit the automated driving company. So companies may decide to curry favor with police by voluntarily sharing videos and other data that will be useful for their investigations.

So how can regulation reduce privacy risks while not inhibiting the development and deployment of safe automated vehicles?

We would prefer to see these risks addressed as part of a much broader privacy framework. These challenges are not limited to robotaxis or automated vehicles more generally or advanced motor vehicles even more generally. They also exist for aerial drones, sidewalk robots, smartphones, doorbell cameras, a wide range of other consumer-facing connected devices, and an even wider range of more obscure applications.300For example, consider license plate readers.

In the absence of such an approach, policymakers should use their existing authority to scrutinize the data practices of companies within that authority. Unfortunately, this is likely to result in different rules for similar actors. If, for example, an agency has authority over robotaxis but not automated driving companies more generally, then rules for robotaxis might look different than rules for automated driving more generally. But these discrepancies might be useful in experimenting and ultimately incentivizing efforts to harmonize.

What might this scrutiny look like? It could focus on an admittedly nebulous category of “privacy-sensitive data” that could reveal personally identifiable information. And it could specify processes by which companies may seek to use those data for purposes other than operating and improving their automated vehicles—including sharing those data with affiliated companies (like Google or Amazon) or with law enforcement.

To be sure, these rules will impose a compliance burden. Affected companies will need to keep track of who has access to privacy-sensitive ADS data and monitor them. And like many privacy regulations that apply to a company’s internal operations, these rules will not be easy to enforce. Regulators may need to rely on whistleblowers. But if we do not take action to protect privacy before automated vehicles are widely deployed, we may be sleepwalking into a regime of pervasive surveillance.

III.  Protecting Riders

The easiest way to protect riders is to give them choices—provided that those choices are not skewed. Competition can force firms to lower fares, improve service, and invest in innovation. Today, robotaxis are providing healthy intermodal competition by offering an alternative to TNCs, taxis, and personal cars. But there might not be much intramodal competition among robotaxi companies. As we explained in Part I, robotaxis create economies of scale and network effects that favor concentration. In many U.S. cities today, the TNC market is an Uber-Lyft duopoly.301Kaczmarski, supra note 19. The robotaxi market could easily become a Waymo monopoly. And if robotaxis start to replace other modes, a robotaxi monopoly could be more dangerous.

To be sure, market concentration is a possibility but not a certainty. Robotaxis may involve a variety of technologies and business cases. As technologies improve and their costs decline, automated vehicles or even ADSs that can be added to existing vehicles may become surprisingly cheap to make, buy, and even operate. This seems especially likely if the ADSs of the future are less reliant on numerous sensors, highly detailed maps, and remote human assistants. Some may even be open source. This could create competition among vehicle owners, among providers of automated driving services, and among automated travel modes. Concentrations, if they exist at all, might turn up in surprising places. If would-be passengers can simply rely on their own personal AI agent to automatically find—and even negotiate for—a ride, then public-facing platforms such as Uber or Amazon may lose some of their brand and market power.

But we think the risk of market concentration is real enough that it is worth anticipating. So in this Part, we recommend a two-step approach to rider protection. First, policymakers should put a thumb on the scale for new competitors. Second, they should take steps now to preserve rider autonomy in a concentrated market.302Early steps can have significant effects later. See Bryant Walker Smith, Address at the Fourth International Conference on the Future Rule of Law and Digital Law 2 (Dec. 16, 2023), https://newlypossible.org/files/presentations/2023-12-16_AcademicVisionforAI.pdf [https://perma.cc/6WSV-5K64] (“Today’s insights and interventions could have profound effects tomorrow—akin to nudging an asteroid while it is still billions of miles from Earth.”). We hope that preventing monopoly abuse or neglect long before a monopoly arises will not just protect riders—it will give them the peace of mind to use robotaxis instead of personal motor vehicles.

A. Promoting Competition

How can robotaxi regulators promote competition and encourage innovation among robotaxi companies? We argue that they should permit open entry, ban contracts that lock in riders, and enable one-stop access to competing networks. But before we turn to these proposals, we want to emphasize a subtle reason why competition is especially important in the robotaxi market: it may create redundancy that will prove valuable for safety.

  1. Competition and Safety

The development of a safe ADS would create tremendous social value. In 2023, there were 40,901 people killed in motor vehicle crashes in the United States and approximately 2.4 million people injured.303Nat’l Highway Traffic Safety Admin., Traffic Safety Facts 2023: A Compilation of Motor Vehicle Traffic Crash Data 100 (2025), https://crashstats.nhtsa.dot.gov/Api/Public/ViewPublication/813738 [https://perma.cc/EP62-A5AY]. NHTSA estimates that the annual social cost of crashes—including both the direct economic costs and the implied costs of death and injuries using the value of a statistical life—is about $1.37 trillion.304Nat’l Highway Traffic Safety Admin., The Economic and Societal Impact of Motor Vehicle Crashes, 2019 1 (2023), https://crashstats.nhtsa.dot.gov/Api/Public/ViewPublication/813403 (estimating that “total value of societal harm” of traffic crashes in 2019 was $1.37 trillion) [https://web.archive.org/web/20231118005255/https://crashstats.nhtsa.dot.gov/Api/Public/ViewPublication/813403]. Therefore, an ADS only needs to modestly improve on the safety performance of human drivers to be worth tens of billions in social benefits each year. If automated driving can achieve the safety gains that its developers are hoping for, the tens of billions of dollars of capital that have been invested to date may be below the socially optimal level.

If more companies invest in developing an ADS, more ideas will be pursued. Any particular corporate research lab is limited by the idiosyncrasies of its leadership and the path dependence of its development approach. But as long as competing labs exist, engineers who cannot get their managers to greenlight their ideas can take them elsewhere. And the more ideas that get pursued, the greater likelihood that they will make a real difference for safety—individually or in combination.

There is a special reason to care about independent development in this context. In safety engineering, redundancy is a virtue. Many safety-critical systems, like commercial airplanes, are designed to be redundant.305Or at least they are supposed to be. See Mike Baker & Dominic Gates, Lack of Redundancies on Boeing 737 MAX System Baffles Some Involved in Developing the Jet, Seattle Times (Mar. 27, 2019), https://www.seattletimes.com/business/boeing-aerospace/a-lack-of-redundancies-on-737-max-system-has-baffled-even-those-who-worked-on-the-jet [https://web.archive.org/web/20250719013552/https://www.seattletimes.com/business/boeing-aerospace/a-lack-of-redundancies-on-737-max-system-has-baffled-even-those-who-worked-on-the-jet]. If one subsystem fails, a backup system not vulnerable to the same failure mode can step in. This may be why some companies are developing ADSs that combine modular and pure end-to-end approaches.306See Lee, supra note 42. It is possible that an even more robust system could be developed by combining two systems developed by independent companies into one redundant system—if competition is not cut off prematurely.

Similarly, different companies might develop different—and ultimately complementary—approaches not only to design but also to safety validation and verification. Multiple approaches to simulation, for example, could help to increase both the accuracy of and confidence in methods for demonstrating and monitoring the safety of automated vehicles.

We recognize the irony in advocating for competition on the ground that it could produce an outcome where two competitors eventually merge their technologies. But that is largely the path that the aviation industry followed—a period of competition on safety followed by cooperation on safety. And even if robotaxi companies ultimately converge on ADS design, they can still compete on service quality, wait times, and price.

Competition in the robotaxi industry may also improve the transportation system’s resilience to cyberattack. If one robotaxi company’s system is hacked and has to ground its fleet, a competitor could serve the riders who might otherwise have been stranded. If competing robotaxi companies use different cybersecurity strategies, it may be more difficult for hackers to disrupt them both simultaneously.

  1. Open Entry

Now we turn to our proposals for promoting competition—starting with open entry. The term “open entry” has three meanings in this context. It means that any company can enter the market. It means that any company can deploy as many vehicles as it chooses. And it means that companies can, through APIs and common data specifications, market the services of their competitors.307See, e.g., The Act on Transport Services–Mobility Is a Service, Future Mobility Fin. (June 2, 2020), https://futuremobilityfinland.fi/cases/the-act-on-transport-services-mobility-is-a-service [https://web.archive.org/web/20250829104854/https://futuremobilityfinland.fi/cases/the-act-on-transport-services-mobility-is-a-service]; Mobility Data Specification, L.A. Dep’t of Transp. (Oct. 31, 2018), https://ladot.lacity.gov/sites/default/files/documents/what-is-mds-cities.pdf [https://web.archive.org/web/20250504185342/https://ladot.lacity.gov/sites/default/files/documents/what-is-mds-cities.pdf].

All three senses of open entry are relevant to competition. As we have seen, the robotaxi business model relies on economies of scale. Robotaxi companies will need to deploy large fleets in many cities to overcome the fixed costs of developing an ADS. A company raising capital to challenge Waymo needs to be able to reassure its investors that it will be permitted to fight for the whole market and try to grow it. Restricting entry could entrench a Waymo monopoly and reduce socially valuable safety innovation.

Open entry in service regulation is compatible with pre-deployment scrutiny in safety regulation. California illustrates this possibility. As we explained in Part I, the California DMV requires companies testing or deploying automated vehicles to apply for permits.308See Cal. Code Regs. tit. 13, §§ 227.04, 227.38, 228.06 (2025). When a company applies for a deployment permit, the DMV can consider whether the applicant’s track record during testing in California or testing or deployment elsewhere supports deployment in California. The CPUC then conditions entry to the robotaxi market on the DMV issuing a deployment permit.309See CPUC Deployment Order, supra note 233, at 17 (requiring applicants to “possess a ‘Permit to Deploy Autonomous Vehicles on Public Streets’ from the DMV”). The combination of pre-deployment safety scrutiny and otherwise open entry protects the public without reducing competition from responsible entrants.

Open entry will create externalities—more pollution, wear-and-tear, congestion, and surveillance. It could also enable an entrenched competitor to flood a market as a defensive mechanism. But restricting entry is an overly crude tool to curb them. The proposals we provided in Part II are more targeted means to regulate externalities.

Open entry also does not mean tying the hands of government when it acts as a market participant rather than a regulator. Transit operators, for example, should be able to exclusively partner with robotaxi companies to extend the reach of their networks. In fact, Waymo has already announced plans to operate a transit service for Chandler, Arizona.310See Lauren De Young, Chandler Is 1st U.S. City to Launch Cheap Waymo Public Transit Rides, AZ Cent. (Sep. 23, 2025), https://www.azcentral.com/story/news/local/chandler/2025/09/23/chandler-waymo-first-u-s-robotic-transit-service/86298041007 [https://perma.cc/2Z77-UMJ2]. And certain roadways owned by government agencies—such as airport access roads—might merit special rules. San Francisco is experimenting with a pilot program that allows Waymo robotaxis to use an otherwise car-free stretch of Market Street.311See Press Release, Daniel Lurie, Mayor, San Francisco, Mayor Lurie Announces Next Phase of Waymo Operations on Market Street to Drive Downtown’s Comeback with New Transportation Options Coming to Market Street August 26 (Aug. 21, 2025) https://www.sf.gov/news-mayor-lurie-announces-next-phase-of-waymo-operations-on-market-street-to-drive-downtowns-comeback-with-new-transportation-options-coming-to-market-street-august-26 [https://perma.cc/C2Y3-5EX8].

  1. Lock-in Contracts

Policymakers should also prevent robotaxi incumbents from locking in riders. A new entrant will likely need to heavily subsidize their rides until they can get enough riders on the network to bring deadheading down to a tolerable level. This is part of why Uber and Lyft burned through billions while they were building up their networks.312See Wyman, supra note 18, at 15. But they sustained those subsidies for years after they built up their networks. See Wansley & Weinstein, supra note 208, at 818. On the other hand, this is also how cell companies initially funded their expensive networks—and yet pay-as-you-go plans are now thriving.

A robotaxi monopolist could entrench its position by offering its service as a subscription contract. Waymo is already offering subscriptions for teenage riders.313See Waymo Teen Accounts Offer Peace of Mind for Phoenix Families, Waymo (July 8, 2025), https://waymo.com/blog/2025/07/waymo-teen-accounts [https://perma.cc/CAE9-T6YQ]. Subscriptions would make it hard for a new entrant to get riders to switch networks. Even if the new entrant offered a better service or a lower fare, subscribers would have no reason to consider switching until it came time to renew their subscriptions. So, the new entrant would need more time and money to build up network effects.

Consider how competition would play out if an incumbent monopolist had a more extensive ODD than a new entrant. If riders buy individual rides rather than a subscription, the new entrant has a fighting chance. It could gain a foothold in the market by serving some smaller segment of travel demand. Riders could choose the new entrant for individual trips in its limited service area and the incumbent for individual trips to places the new entrant doesn’t serve. If, however, riders buy one subscription to serve all of their travel needs, a new entrant cannot compete until it can serve a comparably extensive area.

There is nothing inherently anticompetitive about subscription contracts. They can help businesses and riders plan their budgets more easily and hedge against risk that demand or fares will change. And—as we discuss more below—people might be more willing to give up their personal motor vehicles if they knew the price would be predictable.314The peace of mind that riders get from subscriptions can be inefficient. Riders who pay a fixed, upfront cost for a subscription don’t internalize the costs of taking an additional trip. But the combination of incumbents with market power, network effects, new entrants with limited ability to serve the whole market, and rider lock-in could create a formidable barrier to entry.

So, here is our proposal: instead of banning subscription contracts, policymakers can simply require that riders be allowed to cancel their subscriptions and receive a pro rata refund at any time. That approach would allow riders to gain greater certainty about fares while making it easier for new entrants to get them to switch. The competitors would not have to buy riders out of their existing contracts. A light thumb on the scale for new entrants would make it harder to maintain a monopoly.

  1. One-Stop Access to Competing Networks

Policymakers, transit agencies, and even some companies have long recognized the potential for the integrated provision of what is often called “mobility as a service” (“MaaS”). To find the best—or the cheapest—way to get from one point to another, a traveler should not need to consult and compare multiple apps or engage in multiple transactions.

Public transit agencies have long recognized the value of a single rider interface (even if their implementation has been limited). To cite just two examples of many, New York’s Omny cards and London’s Oyster cards each work on a set of transit services that have a variety of operators. And both the New York Metropolitan Transportation Authority and Transport for London provide API access to their real-time transit data to allow independent developers to create apps and other tools for riders.315Developer Resources, MTA, https://www.mta.info/developers [https://perma.cc/GV9R-GW86]; Transport for London Unified API, Transport for London, https://api.tfl.gov.uk [https://perma.cc/YPR9-ZB3B].

Others have an even broader vision for transport data. The Mobility Data Specification developed by the City of Los Angeles offers a “common language” for transport data.316LADOT, Mobility Data Specification (2018), https://ladot.lacity.gov/sites/default/files/documents/what-is-mds-cities.pdf [https://perma.cc/6SRF-XFUA]; Open Mobility Found., Mobility Data Specification, https://github.com/openmobilityfoundation/mobility-data-specification (last updated June 4, 2025) [https://perma.cc/SH6P-ADJE]. GTFS and GTBS offer similar common frameworks for transit and bikeshare, respectively.317Gen. Transit Feed Specification, https://gtfs.org [https://perma.cc/R3K4-TVAE]; Gen. Bikeshare Feed Specification, https://gbfs.org [https://perma.cc/7QZ8-LL92]. Finland mandates that both public and private providers of transportation and parking services facilitate third-party access to their schedules and prices.318Act on Transport Services 320/2017 (Fin.), https://www.traficom.fi/en/regulations/act-transport-services [https://perma.cc/BN64-63HJ]. The “multimodal digital mobility services” regulation originally envisioned—though now largely abandoned—by the European Commission would have expanded aspects of Finland’s approach to the entire European Union.319European Parliament Legislative Train Schedule JD 23-24, Legislative Proposal on Multimodal Digital Mobility Services–Q4 2022, https://www.europarl.europa.eu/legislative-train/spotlight-JD%2023-24/file-multimodal-digital-mobility-services [https://perma.cc/N255-VVFP]; Back-on-Track Europe, Single Ticketing: A Broken Promise?, https://back-on-track.eu/a-broken-promise-is-a-very-bad-start (Feb. 13, 2025) [https://perma.cc/6XAG-34N4].

Many internet platform companies show offers from different providers for identical, equivalent, or comparable products and services—think Google Shopping or Amazon’s third-party sellers or, in the case of transportation, Rome2Rio and (in China) Baidu Maps.

As we noted earlier, AI agents could obviate the need for or power of some of these platforms; users could simply direct their personalized agents to find and book whatever ride suits them the best. But integrated apps, backend platforms, public APIs, and common data standards could still increase the effectiveness of—and reduce the transactions costs for—these searches.

Regulators can build on this important MaaS foundation by enabling one-stop access to competing networks of vehicular rides of all kinds. Smaller providers should have the option but not the obligation to offer their services through third-party platforms. In contrast, it may be prudent to require dominant providers to facilitate this kind of third-party access.

B. Preserving Autonomy

Even if policymakers permit open entry, limit lock-in, and enable one-stop access to competing networks, the robotaxi market may still be highly concentrated. Even with integration, the economies of scale may still tilt the market against competition. So, policymakers need to prepare for a world where one company dominates the robotaxi market. The benefits of preventing monopoly abuse are twofold. First, it protects riders should a monopoly arise. Second, it might provide people the peace of mind they need to give up their personal motor vehicles and switch to robotaxis today.

The appeal of personal motor vehicle ownership is autonomy. If you have the keys to the car in your driveway, you can at least in theory travel where you want and when you want at a price that you can anticipate. For many Americans, it is difficult to imagine living without access to their own car or truck. Yet in New York and other transit-rich cities around the world, many residents with the means to buy a personal motor vehicle choose not to own one. They have confidence that the transportation system will give them at least as much autonomy as a personal motor vehicle.

Suppose you were a New Yorker whose Texan friend was about to move to Manhattan. She has always lived in a household with a personal motor vehicle. How could you persuade her that she doesn’t need a car in her new city? You could say that the subway will take her almost everywhere she would want to go in the city, that it runs twenty-four hours a day and seven days a week, that the fare is always $3.00, and that the wait for a train is usually not long. You could say all this with confidence in part because the subway is run, and its fares and service are set, by a public agency.

This is the kind of argument that cities and robotaxi developers will need to make. Residents will need to be confident that robotaxis will take them almost everywhere they would want to go in the region, that they run twenty-four hours a day and seven days a week, that the fare is low and varies predictably with demand, and that the wait for a ride is usually not long.

But the critical difference is that robotaxis will not necessarily be run by a government. If they are profitable, then they will attract corporations—or even just one monopolist—aiming to maximize profits. How could these companies be trusted not to take advantage of riders?

One solution to this problem is to bring robotaxis under public ownership. Another solution is to regulate robotaxi companies as utilities. Either solution would provide reassurance about service coverage, fares, and wait times. But they would do so at the cost of reducing competition and innovation.

We think it is possible for regulation to protect the public from monopoly abuse while still promoting competition. We propose transparent and rider-neutral fares and proactive planning for emergencies and other contingencies.

  1. Transparent and Rider-Neutral Fares

In a competitive market, robotaxi companies will be price takers. They will charge the fare that other robotaxi companies are charging or lose market share. But in a concentrated market, robotaxi companies may engage in price discrimination. They may offer each rider an individually tailored fare just below their willingness-to-pay, so they can extract more surplus from riders who are willing to pay higher fares. And robotaxi companies may be able to make informed predictions about what each rider would be willing to pay based on data about their past choices or the choices of similarly situated riders.

This is what has happened in the TNC market. Uber’s increasing profitability has been fueled by increasing algorithmic price discrimination—sometimes called “personalized” or “surveillance” pricing.320See Len Sherman, How Uber Became a Cash-Generating Machine, Medium (June 23, 2025), https://len-sherman.medium.com/how-uber-became-a-cash-generating-machine-ef78e7a97230 [https://perma.cc/ZD64-RNFB].

Price discrimination is not necessarily undesirable. In fact, if consumers are perfectly informed and perfectly rational, it can be economically beneficial.321See Oren Bar-Gill, Cass R. Sunstein & Inbal Talgam-Cohen, Algorithmic Harm in Consumer Markets, 15 J. Legal Analysis 1, 1 (2023). A company that tailors its prices to individual customers will serve more customers than a company that charges every customer the same price. In economic terms, the price discriminating company expands output. These gains, though, come with complicated distributive effects.322Id. Price discrimination transfers surplus from consumers to producers (and their shareholders), which can be a regressive transfer of wealth. But if low-income riders are more price-sensitive than high-income riders, price discrimination might benefit them by providing them with an individually-tailored fare that is lower than an untailored fare might be. From a social welfare perspective, it is hard to know whether the costs of price discrimination outweigh the benefits.

In general, the law does not ban price discrimination. Companies are free to tailor their prices, and customers can accept or reject them. But there’s always been one important exception to the general tolerance of price discrimination: the monopolization of a necessary good or service. The classic example is from the transportation industry: railroads.323Morgan Ricks, Ganesh Sitaraman, Shelley Welton & Lev Menand, Networks, Platforms & Utilities 15–16 (2022). Suppose that a farmer needs to transport perishable crops to market and that the only feasible means to transport them is a railroad controlled by one company. If the railroad knows this and can discriminate on price, it will extract almost all the value of the crop, even if it results in the farmer suffering a net loss. In the moment, the farmer will still take the deal because the losses would otherwise be greater. But a farmer who anticipates the temporary monopoly trap will not grow the crop in the first place.

Now come back to robotaxis. A robotaxi company’s pricing algorithms may be able to infer which riders have given up their personal motor vehicles. A rider with access to a personal motor vehicle will have a relatively elastic demand for robotaxi rides. When the fare rises too high, they will drive instead. A rider without access to a personal motor vehicle will have an inelastic demand. When the fare rises, they will grudgingly pay it. An individual rider’s behavior—how often they see a fare and decide not to request a ride—will indicate whether they have alternative means of travel. And a robotaxi company with market power will charge the riders with no alternatives a higher fare. Riders who anticipate this trap will not want to give up their personal motor vehicle.

Common carrier regulation responds to the problem of temporary monopolization. As we saw in Part I, taxi regulation combined universal service, fare regulation, and restricted entry.324Wyman, supra note 18, at 31–32. The idea behind universal service was that every rider should receive the same service for the same per mile fare. Transportation companies could not engage in price discrimination. The problem with common carrier regulation, however, was that companies could not compete by offering lower fares. So they had little incentive to cut costs or innovate.

Policymakers should protect riders by requiring robotaxi companies to have transparent and rider-neutral fares. By “transparent fares,” we mean that robotaxi companies must submit the fare they charge for each ride to a public regulator. In California, the CPUC is already requiring robotaxi companies to submit basic information about each ride request and each ride, including the origin and destination points, the VMT during the ride, and the deadheading VMT before the ride.325CPUC Deployment Order, supra note 233, at 105–06. We would have companies submit one more data point: the fare charged.

By “rider-neutral fares,” we mean that robotaxi companies may not use data about an individual rider’s past choices in setting fares. They must charge the same fare to every rider requesting a ride from the same origin to the same destination under the same demand conditions. A company’s pricing algorithms may include the distance to be traveled and the expected deadheading miles to be traveled as a result of providing the ride. But pricing algorithms should not include information about the individual rider’s willingness to pay or any information that could be used as a proxy for the individual rider’s willingness to pay.

Transparent and rider-neutral fares would prevent robotaxi companies from engaging in price discrimination. A rider who gave up their personal motor vehicle would pay the same fare as a rider who kept theirs. And regulators would be able to track compliance easily. They could analyze the fare data to verify that rides with similar origin and destination points at similar times had similar fares. Rider-neutral fares would not mean that every rider pays the same per mile fare. Fares could still vary with travel demand, so regulation wouldn’t subsidize sprawl.

Unlike common carrier regulation, transparent and rider-neutral fares wouldn’t foreclose price competition. A new entrant would be free to enter the market and undercut the incumbent’s fares. In fact, transparent pricing might facilitate entry by letting a prospective entrant know what kind of fares

it would need to offer to be viable. The possibility of entry would preserve incentives to cut costs and innovate.

We anticipate three objections. First, it might be argued that transparent fares will facilitate tacit collusion. Robotaxi companies might find it easier to coordinate on an oligopoly fare if they knew exactly what their competitors were charging for every ride. We think that is right, but we doubt it will make much of a difference. Without transparent fares, robotaxi companies could simply collude, intentionally or unintentionally, through forms of direct or indirect algorithmic coordination.

Second, what if robotaxi companies replace individualized price discrimination with microtargeted group price discrimination? A robotaxi company could, for example, take into account historical demand in small geographic areas when setting fares. Your fares might not rise because you give up your car, but because your neighbors gave up their cars. We acknowledge that there’s a difficult tradeoff between the benefits of demand-variable pricing and the psychic costs of microtargeted price discrimination. It might make sense to limit the granularity of demand-variable pricing to census tracts or neighborhoods.

Third, what if one robotaxi company monopolizes the industry and just raises its fares across the board? The simple answer is that the high fares will attract other companies to enter the market—especially since those fares will be transparent and lock-in contracts will be banned. But this is not a complete answer because the combination of network effects and the high, fixed costs to enter the market may still slow entry, and high fares could cause hardship unless and until another company enters the market.

We would have policymakers use the credible threat of utility regulation to prevent abuse. Legislators could give regulators statutory authority to set fares if they deem it necessary to ensure affordable mobility. If a robotaxi monopolist raises its fares under a system of transparent and rider-neutral fares, everyone would be able to see that fares are rising, and a large portion of the population would have a stake. Regulators could then propose fixing fares. If the robotaxi monopolist took the hint and reduced its fares, problem solved. If it didn’t take the hint, regulators could impose more aggressive utility regulation. But we think utility regulation should be a last resort if competition does not lead to adequate service at acceptable fares.

  1. Emergency Planning

One emotionally salient advantage of personal motor vehicle ownership is the perception of mobility during emergencies. If the forecast says you are in the path of a hurricane, you can board up the windows, pack your bags and pets, and drive to safety before the storm hits (assuming you can find a place to fuel or charge your car). Even if the chance of an emergency that would require evacuation is slim, knowing that you could escape might give you peace of mind. Robotaxi regulation needs to provide the same peace of mind as personal motor vehicle ownership.

San Franciscans now have good reason to worry that robotaxis will not be available in emergencies. On December 20, 2025, a fire at a Pacific Gas & Electric substation caused a widespread blackout.326Julie Johnson & Megan Fan Munce, Massive San Francisco Power Outage Darkened Entire Neighborhoods for Hours, S.F. Chron. (Dec. 21, 2025), https://www.sfchronicle.com/sf/article/pg-e-outage-40-000-customers-without-power-21254326.php [https://web.archive.org/web/20260101222326/https://www.sfchronicle.com/sf/article/pg-e-outage-40-000-customers-without-power-21254326.php]. In large parts of the city, traffic lights went dark.327Id. Many of Waymo robotaxis stopped in the middle of the street, and some got stranded in intersections, blocking traffic.328Aidin Vaziri, Waymo Robotaxis Are Back on San Francisco Streets After Blackout, S.F. Chron. (Dec. 21, 2025), https://www.sfchronicle.com/bayarea/article/waymo-san-francisco-power-outage-21255470.php [https://web.archive.org/web/20260108105820/https://www.sfchronicle.com/bayarea/article/waymo-san-francisco-power-outage-21255470.php]. Waymo suspended its service and didn’t resume operation until the following day.329Id.; see also Bryant Walker Smith, On Waymo’s Traffic Jams, Ctr. for Internet & Soc’y, (Dec. 21, 2025), https://cyberlaw.stanford.edu/blog/2025/12/on-waymos-traffic-jams [https://perma.cc/MW4Z-HUWU]; Bryant Walker Smith, Answers to the Democratic Questions for the Record of the Senate Committee on Commerce, Science, and Transportation’s Hearing on the Future of Self-Driving Cars 5–6 (Feb. 27, 2026), https://newlypossible.org/files/2026SenateAnswers.pdf [https://perma.cc/9APU-FQRL].

Emergencies—including ones far greater than a blackout—could create many challenges: drastic changes to road environments, loss of communications, overwhelmed remote assistants and retrieval crews, mass dependency on robotaxis, and stopped automated vehicles becoming obstructions.

In the absence of regulation, robotaxi companies will have insufficient incentives to prepare for emergencies. As we saw above, they will likely maintain fleets with fewer vehicles than would be socially desirable in an emergency.330See supra Section I.B.3. A profit-maximizing robotaxi company will set the number of vehicles in its fleet by calculating when the marginal revenue gained by adding another vehicle would surpass the marginal cost. A fleet large enough to serve peak demand may include many vehicles that would sit idle during periods of average demand. The cost of storing, maintaining, and cleaning the vehicles that would be used only during peak demand could outweigh the revenue that they would generate.

Demand-variable pricing partially mitigates this problem. If a company can charge a higher per mile fare in peak demand, a larger number of vehicles will generate enough peak demand revenue to offset the losses in periods of average demand. But peak demand in non-emergency situations—the Tuesday morning rush hour—may still be a fraction of peak demand in an emergency.

More importantly, robotaxi companies will not be able to set fares at market prices in some emergencies because of “price-gouging” laws. Price-gouging is a special case of demand-variable pricing. In an emergency, demand for certain goods—water, food, gasoline—can spike. Sellers can temporarily raise their prices—sometimes exponentially—and profit from the increased demand.

Most states have enacted statutes that ban price-gouging. For example, a California statute provides that, if the government declares a state of emergency, a business may not raise the price of certain essential goods and services more than ten percent above the price it was charging before the emergency.331Cal. Penal Code § 396 (West 2025). The statute contains an exception that lets a business increase its price above that level if it can “prove that the increase in price was directly attributable to additional costs” it had to pay as a result of the emergency and the price is not more than ten percent “greater than the total of the cost to the seller plus the markup customarily applied by that seller for that good or service.”332Id. § 396(b).

The basic intuitions behind price-gouging laws are about fairness.333For a defense, see Christopher Buccafusco, Daniel Hemel & Eric Talley, The Price of Fairness, 84 Ohio St. L.J. 389 (2023); Kaitlin Ainsworth Caruso, Price Gouging, the Pandemic, and What Comes Next, 64 Bos. College L. Rev. 1799 (2023) Sellers should not be able to take advantage of buyers in temporary monopoly situations: the gas station should not be able to charge you $100 a gallon as you are fleeing the storm. Fairness also suggests that the rich should not be able to hoard scarce necessities: in a pandemic, ventilators should be available to more than just billionaires.

Although price-gouging laws are popular with legislators, they are unpopular with economists. There are three standard criticisms. First, they reduce sellers’ incentives to stockpile inventory to prepare for emergencies and to increase production during emergencies.334See Caruso, supra note 333, at 1838. Second, they encourage consumers to hoard rather than just buying what they need.335See Buccafusco et al., supra note 333, at 403; Caruso, supra note 333, at 1838. Third, they allocate goods and services to buyers who show up first instead of buyers with a higher willingness to pay (plus, of course, the actual ability to pay).336See Caruso, supra note 333, at 1838.

Repealing price-gouging laws—or exempting robotaxi companies from those laws—would create an incentive to maintain larger fleets for emergencies. But this salutary incentive must be weighed against the cost to peace of mind: people who fear that they will be price-gouged in an emergency will be less likely to give up their personal motor vehicles.

Policymakers can instead solve the problem of robotaxi service in emergencies by ensuring that the industry as a whole maintains a fleet that is sufficient to serve the state’s emergency plans.337The Civil Reserve Air Fleet offers an instructive example. See Civil Reserve Airfleet, U.S. Dep’t of Transp. (Feb. 23, 2024), https://www.transportation.gov/mission/administrations/intelligence-security-emergency-response/civil-reserve-airfleet-allocations [https://perma.cc/C6K2-ELCZ]. Emergency management officials could determine the overall size of the fleet. Then robotaxi regulators could periodically apportion responsibility to individual companies according to their market share. The fleet would need to be “available”—ready to deploy on demand. The state could provide a subsidy to each company equivalent to the loss they incur from maintaining these additional vehicles. Alternatively, regulators could create incentives that reward dynamic expansion capacity. This extra capacity might simply include more robotaxis. But it could also include ready and reliable access to buses and, if those buses are conventional, human drivers.

In some emergencies, public authorities need to mandate evacuation. If a significant portion of the population relies on robotaxis, robotaxis need to be part of the evacuation plan. Emergency management officials should be given the authority to temporarily control how robotaxis are deployed in an evacuation. Robotaxi companies should be required to prioritize ride requests within an evacuation zone and to offer evacuation rides for free. Public authorities can reimburse the companies for the cost of providing the service.

Emergency management officials and robotaxi regulators should not wait until an emergency arises to verify if robotaxi companies can meet their obligations. They should require that robotaxi companies—as well as providers of automated driving for personal motor vehicles—participate in simulations in which they test how companies would respond to different types of emergencies. These simulations would serve as an audit to confirm that robotaxi companies maintain a sufficiently large available fleet and have robust break-the-glass operational plans that account for abnormal roadway conditions, disrupted connectivity, staffing shortages, and other logistical impediments.

These simulations should highlight details that might otherwise be overlooked. Will the kind of all-electric fleet that we encourage in this Article suffice in an evacuation? Will robotaxis still function if roadways become unidirectional, if thousands of officers are manually directing drivers at hundreds of intersections, if debris or water is covering roads, and if communications are down (or if remote assistants are overwhelmed)? If not, will these vehicles block roads in a way that further stymies evacuation and emergency response? Careful emergency planning will help build confidence that it is safe to live without owning a personal motor vehicle.

IV. Redesigning Mobility

It is easy to envision how robotaxis might fail as a business.338As we caution throughout this Article, they could also succeed as a business case and nonetheless fail society in important ways. They might not achieve an acceptable level of safety or a sufficiently lucrative ODD. They might not become cheap enough to compete with traditional taxis and TNCs. They might successfully compete with these modes in high demand areas but not provide a service that is convenient or reliable enough to replace personal motor vehicles. Indeed, as personal motor vehicles have generally proven more popular than taxis in many parts of the country, automated personal motor vehicles may prove to be more popular than robotaxis.

But what if robotaxis succeed as a business? What if they become sufficiently safe, convenient, reliable, and affordable that they serve the mobility needs of most of the residents of some metropolitan areas? That would create the opportunity to redesign our transportation system. This topic merits its own article. Here we just touch briefly on three issues: liberating land, refocusing transit, and expanding access.

A. Liberating Land

Most U.S. cities are oriented around the automobile. Even in the densest neighborhoods, some of the most valuable land is used for parking lots and garages. Most streets are designed to prioritize automobile use—more lanes for motor vehicles and curbside parking, less space for the cyclists and pedestrians who are relegated to both the literal and the metaphoric margins of the transportation system. And only a few U.S. cities have mass transit that serves enough of the travel demand with enough frequency, speed, and reliability to compete with personal motor vehicles.

Urban planners have long argued that cities do not have to be like this. Tokyo’s transit is so fast, frequent, extensive, and reliable that the city has about 0.32 motor vehicles per household. Copenhagen’s streets are so safe and convenient for cyclists and pedestrians that 49% of commuters travel by bike. And in New York City, despite decades of neglect, the subway is still useful enough that 56.7% of households do not own a car.339Justin Fox, New York Isn’t the Only Place You Don’t Need a Car, Bloomberg (Sep. 24, 2025), https://www.bloomberg.com/opinion/articles/2025-09-24/new-york-isn-t-the-only-place-you-don-t-need-a-car [https://perma.cc/M7KV-6S8L]. It is important to recognize that space is a limiting factor: if cars had more space, there would be more cars.

Some urban planners are skeptical about the deployment of automated vehicles (including personal motor vehicles as well as robotaxis) precisely because they think automated driving will entrench the automobile, set back fragile gains for cyclists and pedestrians, and undermine support for transit. And some of their fears are grounded in facts. For over a decade now, pundits have been invoking a self-driving future to oppose investments in other modes of transportation.340See, e.g., Jim Epstein, Self-Driving Cars Are Coming Fast, So Why Should We Spend a Dime Rebuilding Amtrak?, reason (May 24, 2015), https://reason.com/2015/05/24/self-driving-cars-amtrak [https://perma.cc/4KPQ-BWRF]. For an early warning, see Bryant Walker Smith, The Impact of Automation on Environmental Impact Statements, Stan. Ctr. for Internet & Soc’y (Oct. 1, 2013), https://cyberlaw.stanford.edu/blog/2013/10/impact-automation-environmental-impact-statements [https://perma.cc/KG5X-VNMT].

We think that robotaxis have the potential to preserve what people like about the automobile without requiring cities to revolve around the automobile.

Cities could start by changing the economics of parking. As many have explained, free parking is at the root of many urban problems, from the high cost of urban construction to suburban sprawl.341See Donald Shoup, The High Cost of Free Parking (2d ed. 2017). In recent years, some states and cities have repealed laws that mandated a minimum number of parking spaces for certain land uses. But in most cities, politicians are reluctant to abolish parking requirements or charge a market price because many of their constituents rely on personal motor vehicles. And those vehicles spend most of the day in parking.

Robotaxis will spend most of their days moving, so the companies that own them can maximize their revenue. Even overnight, robotaxis can be used to transport goods. When robotaxis stop for charging, cleaning, and maintenance, they can be compactly stored on private property.342Albeit not wholly without problem. See Joe Wilkins, Waymo’s Self-Driving Taxis Have a Hilarious Problem That’s Driving People Bananas, Futurism (May 31, 2025), https://futurism.com/waymo-taxi-protest-noise [https://perma.cc/3NRE-MUFB] (describing noise complaints from neighbors of Waymo depots). If robotaxis succeed, much of the urban land we currently devote to parking lots and garages can be converted to apartments, stores, and parks.

If people have access to a wide range of robotaxis, they will no longer need to own a single vehicle that does everything and goes everywhere. If you need (or believe that you might at some point want to use) a pickup truck, then you might buy a pickup truck. And once you own it, especially if you own no other motor vehicles, you will expect to be able to drive it and park it everywhere. But if you have access to a robotaxi truck or can take a reliable robotaxi to reach a conventional truck located outside the city, then it may not be necessary to drive your own truck everywhere. This may give communities much more flexibility in reimagining themselves.

Redesigning streets is key.343See Walker Smith, Managing Autonomous Transportation Demand, supra note 5, at 1417–20. Robotaxis will not need to park at the curbside—though they will need space to pull over to pick up and drop off riders. Robotaxis may also be able to serve the same travel demand with a smaller fleet—especially if they become as familiar as an elevator. This could give cities an opportunity to reclaim street space for protected bike lanes or wider sidewalks. And robotaxis are likely to be friendlier to cyclists and pedestrians in a way that could facilitate living streets with mixed modes.

B. Refocusing Transit

Cities could also rethink how they invest in transit. An important advantage of transit is throughput. More people can fit on a subway car or a bus than in a set of cars that occupy the same space.344Walker, supra note 281. Far more commuters in New York can travel from Harlem to Midtown at rush hour on the subway under Lexington Avenue than in traffic on the street above it.

Robotaxis might not change the logic of throughput. It is possible that robotaxis could increase vehicle capacity (if the vehicles have closer lateral and longitudinal spacing, smoother flows, or fewer crashes) and otherwise increase person capacity (if people share rides). They likely will not, however, compete with the Lexington Avenue subway in the foreseeable future.

But most transit in the United States is not like the Lexington Avenue subway, which runs with two-minute headways at rush hour. Some transit agencies operate buses or trains that run every half hour or less. Some run buses that are mostly empty—and that may be stuck in congestion caused primarily by single-occupant vehicles. Some of these low-throughput transit lines may be justified given the realistic alternatives, but it is possible we can do better.

If robotaxis are cheap enough to replace personal motor vehicles, they may be able to replace low-throughput transit lines—provided that policymakers continue to subsidize low-income riders who relied on those lines.

C. Expanding Access

Mobility creates positive externalities. We benefit not just when it is easier for us to travel, but when it is easier for our friends, family, and coworkers to travel—provided that the negative externalities are managed. Current transportation policy is full of subsidies, both obvious and hidden. Many of those hidden subsidies perversely encourage personal motor vehicle ownership,345See Gregory H. Shill, Should Law Subsidize Driving?, 95 N.Y.U. L. Rev. 498, 506–77 (2020). but some are worth keeping. If robotaxis start to replace other modes of travel, to what extent should governments subsidize robotaxi rides for those whose mobility needs would not be adequately served by the market? We consider three issues: people with low incomes, people with disabilities, and sparsely populated areas.

  1. People with Low Incomes

The case for subsidizing the mobility of people with low incomes is straightforward. Mobility enables economic opportunity, educational advancement, and civic participation. Targeted mobility subsidies can reduce economic inequality and increase social mobility.

Existing policy subsidizes the mobility of low-income people with both implicit and explicit subsidies (while, in other ways, increasing the price of that mobility). The implicit subsidy is providing transit to the general public at fares below the cost of providing the service.346Yonah Freemark, A Note on Transportation Subsidies, Transp. Pol. (Sep. 21, 2011), https://www.thetransportpolitic.com/2011/09/21/a-note-on-transportation-subsidies [https://perma.cc/SC2X-AVJV] (noting that “almost every city around the world” subsidizes train and bus services). Everyone can benefit from the low fares, but riders with modest incomes may benefit the most. The explicit subsidy is providing discounted fares for low-income riders.347For example, in the San Francisco Bay Area, the Clipper START program subsidizes mobility for low-income people. See Clipper START, https://www.clipperstartcard.com/s [https://perma.cc/5SFN-WXXC]. (The price increase comes in part from the land use policies, discussed above, that push low-income people far away from city centers.)

A subsidy designed to improve the living standards of low-income people raises the question: is a targeted subsidy superior to an unrestricted cash transfer? An unrestricted cash transfer respects autonomy by letting recipients decide for themselves how they want to allocate their budget. They might want to spend less on transportation than their share of a mobility subsidy would provide. A targeted subsidy would distort spending away from what some recipients would prefer.

We acknowledge the force of the critique, but we think targeted mobility subsidies to low-income people are smart politics. Unrestricted cash transfer programs are hampered by the (likely false348See Miranda Perry Fleischer & Daniel Hemel, The Architecture of a Basic Income, 87 U. Chi. L. Rev. 625, 651–52 (2020) (discussing evidence on how recipients use direct cash transfers).) perception that the recipients will squander the money. One critical advantage of transportation subsidies is that voters understand that transportation is a necessity, so they can trust that the money will be put to good use.349Report: 98 Percent of U.S. Commuters Favor Public Transportation for Others, The Onion (Nov. 29, 2000), https://theonion.com/report-98-percent-of-u-s-commuters-favor-public-trans-1819565837 [https://perma.cc/A8TZ-YUY8].

Legislators should enact a means-tested subsidy for robotaxi service. The right time to adopt this subsidy is when robotaxis start to replace low-throughput transit. Low-income people who relied on those routes will need a substitute, and robotaxi fares may be higher than transit fares. A similar argument can be made for low-income people who rely on personal motor vehicle ownership at the time that on-street parking becomes less available or more expensive. They may not be able to afford the increased cost of private parking, so subsidized robotaxi service may be the only realistic replacement. Even a modest subsidy could be consequential for the mobility of people with limited means.

  1. People with Disabilities

For people with disabilities, subsidies need to take a different form. At the outset, it is important to recognize the incredible diversity among people with disabilities. A person who is blind may have very different mobility challenges than a person who uses a wheelchair. People who use wheelchairs may also have very different mobility challenges depending on their other abilities (such as significant upper-body strength and agility) or disabilities (such as deafness or mental impairment).

So, we might start—but cannot end—this discussion with people who use electric mobility scooters or other devices that cannot easily get or fit into conventional vehicles. They need access to spacious vehicles with a ramp or a lift, sometimes called Wheelchair Accessible Vehicles (“WAVs”).

As we mentioned in Part I, California has attempted to expand mobility by requiring TNC riders to contribute five cents per trip to the TNC Access for All Fund.350Cal. Pub. Util. Code § 5440.5(a)(1)(B); see also Cal. Pub. Utils. Comm’n, Transportation Network Company (TNC) Access for All Program (2023), https://www.cpuc.ca.gov/-/media/cpuc-website/divisions/consumer-protection-and-enforcement-division/documents/tlab/accessforall/tnc-access-for-all_factsheet_2024-final.pdf [https://perma.cc/26DD-GGH3]. The CPUC is directed to distribute those funds to businesses or nonprofits that provide transportation to people with disabilities, especially people who require a WAV.351Cal. Pub. Util. Code § 5440.5(a)(1)(C). A TNC can avoid charging the fee if the CPUC determines that it is providing a sufficient level of WAV service.352Id. § 5440.5(a)(1)(G). And the CPUC can also offset the amount due by the amount a TNC invests in improving its WAV service.353Id. § 5440.5(a)(1)(B)(ii).

The introduction of robotaxis creates an opportunity to redesign vehicles to make them more accessible. It may be feasible to require that all robotaxis be WAVs. Then regulators would not have to monitor the level of service provided to people with disabilities, as the CPUC is doing now. They would receive the same service as everyone else—that is, unless they need the assistance that bus, paratransit, and taxi drivers often provide as an official or unofficial part of their jobs.

It is possible, though, that the cost of making every robotaxi a WAV will prove prohibitive. In that case, legislators could adopt a policy like California’s. Either taxpayers generally or robotaxi and TNC riders specifically could contribute to a public fund. Then regulators could offer those funds to companies that operate WAVs. The downside of this approach is that regulators would need to monitor service levels to make sure that riders who need WAVs aren’t enduring unreasonable waits.

NHTSA can encourage the development of accessible robotaxis today. As we saw in Part I, companies introducing automated vehicles that do not meet NHTSA’s Federal Motor Vehicle Safety Standards need an exemption from the agency.354See, e.g., Letter from Paul A. Hemmersbaugh, Chief Counsel, Nat’l Highway Traffic Safety Admin., to Chris Urmson, Dir., Self-Driving Car Project, Google, Inc. (Feb. 4, 2016), https://www.nhtsa.gov/interpretations/google-compiled-response-12-nov-15-interp-request-4-feb-16-final [https://perma.cc/VC75-LHDE]; Walker Smith, Probably Legal, supra note 21; Walker Smith, Biden Admin, supra note 129. Although NHTSA’s authority to grant FMVSS exemptions is constrained, the agency can change the underlying standards. See id. NHTSA could announce that it will prioritize exemption requests for automated vehicles that are also WAVs355A statute that authorizes exemptions requires the Secretary to find that an exemption “is consistent with the public interest.” 49 U.S.C. § 30113(b)(3)(A).—a small step that nonetheless may have an important signaling effect. That might persuade some ADS developers to experiment with more accessible vehicle designs. And, if and when it is clear that accessible robotaxis are financially viable, regulators should mandate them.

  1. Sparsely Populated Areas

The case for subsidizing mobility in sparsely populated regions is more complicated. Policymakers have long sought to diminish geographic disparities in the availability and price of transportation service. In taxi regulation, the combination of entry restrictions and universal service requirements ensures that the profits taxis make in high demand areas cross-subsidize service in low demand areas.356Speta, supra note 188, at 115. Transit budgets often work similarly. Very few transit lines manage to break even on farebox revenue alone. But that revenue plus subsidies based in part on ridership numbers support less popular routes in sparsely populated areas.357Subsidies also support intercity transportation networks. When railroads and airlines were regulated, regulators aimed to equalize per mile fares. Ganesh Sitaraman, Morgan Ricks & Christopher Serkin, Regulation and the Geography of Inequality, 70 Duke L.J. 1763, 1769 (2021). After deregulation, Congress replaced rate-setting with subsidy schemes, such as the Essential Air Service program. Id. at 1792.

In the absence of subsidies, robotaxis are more likely to be deployed—and likely to be cheaper on a per mile basis—in places with high travel demand. This dynamic plays out on two levels. On a local scale, robotaxis are likely to be cheaper in cities than in their surrounding suburbs and exurbs. On a national scale, robotaxis are more likely to be deployed in large metropolitan areas than in smaller metropolitan areas or rural areas.

The policy case for local, place-based subsidies is weak. If the deployment of robotaxis reduces the absolute per mile cost of travel, it will increase demand for longer trips. That could facilitate commutes to city centers from suburbs and exurbs and shift development to places where it will have a greater environmental impact. This is how robotaxis might encourage sprawl.358See Walker Smith, supra note 5, at 1417–18.

But that analysis is incomplete. Even if actual and perceived travel costs were to decline overall, shorter trips in densely populated areas are still likely to cost less than longer trips in sparsely populated areas. Robotaxis might also enable “distributed density”—more dense pockets of development within already urbanized areas—if land use regulation can be liberalized to allow it.359See David Schleicher, How Land Use Law Impedes Transportation Innovation, in Evidence and Innovation in Housing Law and Policy (Lee Anne Fennell and Benjamin J. Keys eds., 2017). If, however, a government attempts to equalize the per mile cost of travel, it will be effectively subsidizing sprawl.

It might be argued that local, place-based subsidies will help low-income neighborhoods. In some U.S. metropolitan areas, average incomes are higher in the city than in the surrounding suburbs and exurbs. But if the policy goal is subsidizing mobility for low-income people, the most efficient intervention is means-based subsidies, not place-based subsidies.

There may, however, be a political justification for local, place-based subsidies. If cities make driving or parking more expensive, they may face opposition from suburban commuters. The opposition might be particularly intense if suburbanites pay much higher per-mile fares for robotaxis and are thus less willing to replace their personal motor vehicles. In that case, place-based subsidies could be a kind of compromise: suburbanites give up their cars, and in exchange they get cheaper robotaxi service. But the cost of the compromise is encouraging sprawl.

The case for subsidies at the national level is different. In the absence of subsidies, large metropolitan areas might switch to robotaxis while smaller metropolitan areas and rural areas remain dependent on personal motor vehicles. If the primary advantage of robotaxis is economic, this might be an acceptable outcome. Even the most zealous transit advocates do not call for subways to be built under Topeka, even though it might expand mobility. But we can see a case for subsidizing robotaxis in less dense regions if robotaxis provide other benefits and if subsidies provide an important and preferably temporary boost over a critical adoption hump.

More broadly, these risks and opportunities are also why we advocate for more holistic and whole-stream approaches, such as a carbon tax that is collected and rebated per capita, that empower people to make their own choices while simultaneously reducing the externalities that distort those choices.

Conclusion

We recognize that some advocates are skeptical about robotaxis.360See, e.g., Kevin Troung, We Spoke to One of the Activists ‘Coning’ Cruise and Waymo Robotaxis in San Francisco, S.F. Standard (July 7, 2023), https://sfstandard.com/2023/07/07/we-spoke-to-one-of-the-activists-coning-cruise-and-waymo-robotaxis-in-san-francisco [https://perma.cc/QF3H-Y6ZP]. They have been working to build a transportation system that relies less on cars and more on walking, biking, and mass transit. They worry that the deployment of robotaxis will undermine those efforts and entrench the automobile. And they do not want the transportation system to privilege the interests of large automakers and other tech companies.

We share these concerns. We recognize what Zipcar’s founder has described as a choice between “heaven or hell”361Robin Chase, Will a World of Driverless Cars Be Heaven or Hell?, Bloomberg CityLab (Apr. 3, 2024), https://www.bloomberg.com/news/articles/2014-04-03/will-a-world-of-driverless-cars-be-heaven-or-hell [https://perma.cc/JR46-XETR].—and the many gradations between those two extremes. Automated driving is like the internet: a tool that opens up possible futures, some better and some worse.362See Boaz Miller, Is Technology Value-Neutral?, 46 Sci., Tech. & Hum. Values 53 (2021); Per Sundström, Interpreting the Notion that Technology Is Value-Neutral, 1 Med. Health Care & Phil. 41 (1998). Its use can and should be subjected to democratic control. With careful regulation, the introduction of robotaxis can liberate cities from the worst effects of the automobile—and thereby save lives, expand mobility, and make cities more livable.

99 S. Cal. L. Rev. 603

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* Associate Professor of Law and Engineering, University of South Carolina.
† Professor of Law, Cardozo School of Law. We thank Amitai Bin-Nun, Hannah Bloch-Wehba,
Jill Fisch, Eric Goldwyn, Phil Koopman, Mark Lemley, Jared Mayer, Gerard Magliocca, Michael Pollack,
David Schleicher, Ganesh Sitaraman, Stew Sterk, Brad Templeton, Marshall Van Allstyne, William
Widen, Katrina Wyman, Jinhua Zhao, and participants at the 2025 American Law and Economics
Association Annual Meeting and the 2025 MIT Mobility Initiative Vision Day for helpful suggestions.
We thank Camila Schaulsohn for her valuable research assistance and the editors of the Southern
California Law Review for their thoughtful editing.

Housing Gridlock

The housing crisis dominates much of political and economic life, and it is driven in large part by a lack of housing supply. Recognizing this, many commentators have called for the end of single-family zoning. And some jurisdictions have answered the call. But even if that groundswell grows, the housing shortage likely will persist. One underappreciated reason for that persistence is that a private network of restrictions stands ready to pick up where zoning leaves off. Specifically, restrictive covenants abound nationwide, and, just like zoning, they often cap how much housing can be built without regard to local or regional demand. The aggregate result of these covenants is what this Article calls “housing gridlock,” a side effect of dispersed private ownership rights that prevents property from reaching its full potential in service of both the public good and economic productivity. This Article explores the legal, financial, and, above all, psychological forces that brought about gridlock and further its hold today.

This Article then proposes a solution. Drawing primarily on the psychological phenomena and financial incentives that entrench housing gridlock in the first place, it crafts a two-stage procedural and remedial mechanism to break that gridlock. Critically, that mechanism aims to minimize psychic harm to existing property owners while freeing up additional housing supply. It begins with a lump-sum opt-in mechanism for willing covenant beneficiaries located near a proposed housing project, and an action only for damages within a predefined range for any remaining beneficiaries. This Article describes the finer details of this proposal and explores its potential advantages over other options in the preexisting legal toolkit from economic and (again, especially) psychological perspectives. Accordingly, it provides an asset to the multifront struggle for housing availability.

INTRODUCTION

The affordable housing crisis is well-documented: homelessness abounds;1U.S. Dept. of Housing & Urb. Dev., The 2022 Annual Homelessness Assessment Report (AHAR) to Congress 2 (2022), https://www.huduser.gov/portal/sites/default/files/pdf/2022-AHAR-Part-1.pdf [https://perma.cc/QX64-3LXY]. those who live in homes spend a larger portion of their income on housing than in the past;2Katherine Schaeffer, Key Facts About Housing Affordability in the U.S., Pew Rsch. Ctr. (Mar. 23, 2022), https://www.pewresearch.org/fact-tank/2022/03/23/key-facts-about-housing-affordability-in-the-u-s [https://perma.cc/K3T3-226D]; Housing Affordability Index (Fixed), Fed. Rsrv. Bank St. Louis (2023), https://fred.stlouisfed.org/series/FIXHAI [https://perma.cc/T9NH-JYMY]. the rate of homeownership among young adults over the past several years is lower than it has been in much of recent memory.3Erik L. Hernandez & Christopher Mazur, Homeownership by Young Households Below Pre-Great Recession Levels: Racial and Ethnic Disparity in Homeownership Continues Even Among Highly Educated, U.S. Census Bureau (Nov. 17, 2022), https://www.census.gov/library/stories/2022/11/homeownership-by-young-households-below-pre-great-recession-levels.html [https://perma.cc/NXV7-UV8J]. At a basic level, it is no mystery why this is the case. We have a severe housing shortage. Freddie Mac estimates a shortage of 3.8 million housing units nationwide.4Housing Supply: A Growing Deficit, Freddie Mac (May 7, 2021), https://www.freddiemac.com/research/insight/20210507-housing-supply [https://perma.cc/QA5T-ZAQ2]. Though a simple model of supply and demand cannot tell the entire story, it can go far. More people competing for fewer homes means sellers or landlords can command higher prices.5U.S. Housing Shortage: Everything, Everywhere, All at Once, Fannie Mae (Oct. 31, 2022), https://www.fanniemae.com/research-and-insights/perspectives/us-housing-shortage [https://perma.cc/G9WQ-PC4G]. Thus, many people are without homes, and those who secure housing pay more to do so.

Unsurprisingly, then, the majority of the population agrees that the U.S. needs more housing.6Emily Elkins & Jordan Gygi, Poll: 87% of Americans Worry About the Cost of Housing; 69% Worry Their Kids and Grandkids Won’t Be Able to Buy a Home, Cato Inst. (Dec. 14, 2022), https://www.cato.org/survey-reports/poll-87-americans-worry-about-cost-housing-69-worry-their-kids-grandkids-wont-be#building-more-houses [https://perma.cc/6PAF-56AB]. But that is where the consensus ends. What kind of housing? Where should it be located? How do we get more of it? These questions confound policymakers and prompt fiery reactions from people across the political and socioeconomic spectrums.7Id.; see also Ros Coward, Opinion, Nimbys Are Not Selfish. We’re Just Trying to Stop the Destruction of Nature, The Guardian (July 4, 2021, 10:34 EDT), https://www.theguardian.com/commentisfree/2021/jul/04/nimbys-nature-destruction-wildlife-developers [https://perma.cc/K67H-VZ9Q]; Sarah Holder, NIMBYs Really Hate Developers When They Turn a Profit, Bloomberg (Sept. 14, 2018, 6:42 AM), https://www.bloomberg.com/news/articles/2018-09-14/nimbys-really-hate-developers-when-they-turn-a-profit [https://perma.cc/Y66H-2JLT]; Cadence Quaranta, Developer Has Abandoned Plans to Demolish Former Hampden Bookbindery and Bird Roost, Balt. Banner (Feb. 14, 2023, 8:00 PM), https://www.thebaltimorebanner.com/community/local-news/developer-has-abandoned-plans-to-demolish-a-former-bookbindery-in-hampden-32NVJTNSAZGBRPNDK2HKH3KBQY [https://perma.cc/4BUS-9Y8M]; Jerusalem Demsas, The Next Generation of NIMBYs, The Atlantic (July 20, 2022), https://www.theatlantic.com/newsletters/archive/2022/07/the-next-generation-of-nimbys/670590 [https://perma.cc/LR9G-QJRS].

One flashpoint in this contentious ordeal concerns zoning. Single-family zoning is perhaps “[a]s American as apple pie,”8See Erin Baldassari & Molly Solomon, The Racist History of Single-Family Home Zoning, KQED (Oct. 5, 2020), https://www.kqed.org/news/11840548/the-racist-history-of-single-family-home-zoning [https://perma.cc/5NPK-SRRP]. but it and other restrictions with similar practical effects suppress the housing supply. It inflates prices and drives suburban sprawl, disproportionately harming racial minorities and lower-wealth Americans.9See Jillian McKoy, White Neighborhoods Have More Greenery, Fewer Dilapidated Buildings and Multi-Family Homes, B.U. Sch. Pub. Health (Jan. 19, 2023), https://www.bu.edu/sph/news/articles/2023/across-the-us-white-neighborhoods-have-more-greenery-fewer-dilapidated-buildings-fewer-multi-family-homes [https://perma.cc/LM4T-K9MB]; see also Emily Badger & Quoctrung Bui, Cities Start to Question an American Ideal: A House With a Yard on Every Lot, N.Y. Times (June 18, 2019), https://www.nytimes.com/interactive/2019/06/18/upshot/cities-across-america-question-single-family-zoning.html [https://perma.cc/9393-MEVV]; Cecilia Rouse, Jared Bernstein, Helen Knudsen & Jeffery Zhang, Exclusionary Zoning: Its Effect on Racial Discrimination in the Housing Market, The White House (June 17, 2021), https://www.whitehouse.gov/cea/written-materials/2021/06/17/exclusionary-zoning-its-effect-on-racial-discrimination-in-the-housing-market [https://perma.cc/QHX2-X9LH]. Indeed, racial animus likely motivated much of the initial push for single-family restrictions.10Katherine Levine Einstein, David M. Glick & Maxwell Palmer, Neighborhood Defenders 95, 137 (2020); see also Jonathan Rothwell & Douglas S. Massey, The Effect of Density Zoning on Racial Segregation in U.S. Urban Areas, 44 Urb. Affs. Rev. 779, 779–806 (2009), https://www.ncbi.nlm.nih.gov/pmc/articles/PMC4083588/pdf/nihms453809.pdf [https://perma.cc/9CHU-3RCJ]. Today, then, single-family restrictions hoard opportunity on behalf of existing homeowners.

Anyone who keeps their ear to the ground in the world of housing policy, urban governance, or even national politics has heard calls to abolish single-family zoning.11Tom Coale, Opinion, Opinion: Ending Single-Family Detached Zoning Benefits Everyone, Md. Matters (May 26, 2021), https://www.marylandmatters.org/2021/05/26/opinion-ending-single-family-detached-zoning-benefits-everyone [https://perma.cc/3TUN-26TY]; Michael Manville, Paavo Monkkonen & Michael Lens, It’s Time to End Single-Family Zoning, 86 J. Am. Planning Ass’n 106, 106–12 (2020), https://www.tandfonline.com/doi/full/10.1080/01944363.2019.1651216 [https://perma.cc/B2LA-3HN8]; Badger & Bui, supra note 9. It’s not just chatter: multiple states and cities across the country, including Oregon,12H.B. 2001, 80th Leg. Assemb., Reg. Sess. (Or. 2019), https://olis.oregonlegislature.gov/liz/2019R1/Downloads/MeasureDocument/HB2001/Enrolled [https://perma.cc/LV36-MFWV]. California,13S.B. 9, 2021–22 Leg. Sess. (Cal. 2021), https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202120220SB9 [https://perma.cc/K2QM-4VHQ]. Maine,14H.R. 1489, 130th Leg., 2d Reg. Sess. (Me. 2022), http://www.mainelegislature.org/legis/bills/getPDF.asp?paper=HP1489&item=1&snum=130 [https://perma.cc/7AG8-WSCK]. and Minneapolis, Minnesota,15Dep’t of Cmty. Plan. & Econ. Dev., City of Minneapolis, Minneapolis 2040 Comprehensive Plan 105–07 (2019) https://lims.minneapolismn.gov/File/2018-00770 [https://perma.cc/AWG6-62DJ] (adopted by Minneapolis City Council Resolution No. 2019R-308 on Oct. 25, 2019). have passed laws to break single-family zoning’s hold on housing development. These are welcome developments, but, of course, they alone are insufficient to solve the housing shortage.16A slowing housing market, high building costs, and many other economic influences play a major role too. C. Tsuriel Somerville, Residential Construction Costs and the Supply of New Housing: Endogeneity and Bias in Construction Cost Indexes, 18 J. Real Estate Fin. & Econ. 43, 43–62 (1999), https://link.springer.com/article/10.1023/A:1007785312398 [https://perma.cc/BGG5-8793]; Kristian Hernández, Rising Construction Costs Stall Affordable Housing Projects, Stateline (Apr. 25, 2022, 12:00 AM), https://stateline.org/2022/04/25/rising-construction-costs-stall-affordable-housing-projects [https://perma.cc/8VXD-4YAX]; Chris Arnold, There’s Never Been Such a Severe Shortage of Homes in the U.S. Here’s Why, NPR (Mar. 29, 2022, 7:00 AM), https://www.npr.org/2022/03/29/1089174630/housing-shortage-new-home-construction-supply-chain [https://perma.cc/3ZEY-P3BA].

This Article targets another legal factor that blocks many cities and regions from meeting housing demand: single-family restrictive covenants. Restrictive covenants are private arrangements attached to property deeds limiting how property can be used, for the benefit of certain surrounding properties.17Cunningham v. City of Greensboro, 711 S.E.2d 477, 485 (N.C. Ct. App. 2011). The terms often apply for many decades to the burdened properties and automatically renew afterwards.18See id.; see also, e.g., Gardner v. Jefferys, 878 A.2d 259, 265 (Vt. 2005); Covenants, Conditions, and Restrictions for Meadowhaven Heights Phase II, Dallas, Or. ¶ 18 (Aug. 20, 1999) (on file with author); Declaration of Conditions, Covenants and Restrictions for Shadow Creek Estates Subdivision Phase II, Polk Cnty., Or. ¶ 15 (Sept. 13, 1997) (on file with author); Robert Ellickson, Stale Real Estate Covenants, 63 Wm. & Mary L. Rev. 1831, 1840 (2022). Covenants thereby can “run with the land” and do not merely bind specific parties to an agreement.19Maureen E. Brady, Turning Neighbors into Nuisances, 134 Harv. L. Rev. 1609, 1614 (2021) (citing Covenant, Black’s Law Dictionary (11th ed. 2019)). On the substance, restrictive covenants can limit property use in various ways.20Historically, the most infamous form was a racially restrictive covenant, which would restrict the property owner subject to the covenant from selling the property (usually a house) to a non-White purchaser. See Shelley v. Kraemer, 334 U.S. 1, 4, 18–19 (1948). The Supreme Court held all such covenants unconstitutional. Id. at 20–23. So, even though many remain on the books and attached to property deeds, they cannot be enforced through any formal legal means. Other sorts of restrictive covenants, however, more or less remain fair game. Cheryl W. Thompson, Cristina Kim, Natalie Moore, Roxana Popescu & Corinne Ruff, Racial Covenants, a Relic of the Past, Are Still On the Books Across the Country, NPR (Nov. 17, 2021), https://www.npr.org/2021/11/17/1049052531/racial-covenants-housing-discrimination [https://perma.cc/E7MF-SEKP]. One of the most prevalent covenant terms is one that restricts the burdened property to hosting one single-family home.21Gerald Korngold, Single Family Use Covenants: For Achieving a Balance Between Traditional Family Life and Individual Autonomy, 22 U.C. Davis. L. Rev. 951, 951 (1989); see also, e.g., Jackson v. Williams, 714 P.2d 1017, 1018 (Okla. 1985); Double D Manor, Inc. v. Evergreen Meadows Homeowners’ Ass’n, 773 P.2d 1046, 1048 (Colo. 1989); Jayno Heights Landowners’ Ass’n v. Preston, 271 N.W.2d 268, 445–46 (Mich. Ct. App. 1978). Other common restrictions include minimum square footage, minimum setbacks from lot lines, and height limits.22See, e.g., Friends of Lubavitch, Inc. v. Zoll, No. 03-C-16-008420, 2018 Md. App. LEXIS 972, at *1–2 (Md. Ct. Spec. App. 2018); Richard R.W. Brooks & Carol M. Rose, Racial Covenants and Segregation, Yesterday and Today 4, 7 (Straus Inst., Working Paper No. 08/10, 2010), https://www.law.nyu.edu/sites/default/files/siwp/Rose.pdf [https://perma.cc/2ZQP-7XZY]. In other words, restrictive covenants, where they exist, often place the same lid on housing development through private rights as single-family zoning does through public regulation. And they often contribute de facto to the same racial segregation and wealth inequality that the now unenforceable racially restrictive covenants once pursued de jure.23John Infranca, Singling Out Single-Family Zoning, 111 Geo. L.J. 659, 661 (2023). Indeed, there is evidence that their ancestors, nuisance covenants, were intentionally used toward such ends, albeit often unsuccessfully. See generally Brady, supra note 19 (discussing the history of attempts by wealthier property owners to rely on nuisance covenants to exclude apartment buildings and those who would dwell in them from locating nearby).

These covenants are incredibly and increasingly common.24See infra Section II.A. So, even if zoning restrictions were lifted across the entire nation, a sizeable portion of single-family properties would still be frozen indefinitely, regardless of the demand for housing in that region. And not only that, but there is also reason to suspect that even where such restrictive covenants do not yet exist, homeowners may seek to implement them when faced with the fear, post “upzoning,” that they will lose the “neighborhood character” they have grown accustomed to.25Stephen R. Miller, Opinion, Ending the Single-Family District Isn’t So Simple, Star Tribune (Jan. 2, 2019, 5:53 PM), https://www.startribune.com/ending-the-single-family-district-isn-t-so-simple/503820202 [https://perma.cc/9F2V-XNFA]; Betsy McCaughey, Opinion, McCaughey: Dems Targeting Suburban Homeowners, Bos. Herald (Feb. 13, 2023, 12:07 AM), https://www.bostonherald.com/2023/02/13/mccaughey-dems-targeting-suburban-homeowners [https://perma.cc/G5M2-5YCN]; Mark Weinter, New York’s Affordable Housing Plan Bypasses Local Zoning, Governing (Feb. 2, 2023), https://www.governing.com/community/new-yorks-affordable-housing-plan-bypasses-local-zoning [https://perma.cc/XFL4-VJSH]; Nordea Lewis, ‘I Don’t Want to See My Neighbors Pushed Out’: Hampden Residents Voice Concerns on New Development, WMAR2 Balt. (Oct. 27, 2022, 10:27 PM), https://www.wmar2news.com/news/local-news/i-dont-want-to-see-my-neighbors-pushed-out-hampden-residents-voice-concerns-on-new-development [https://perma.cc/QV9Y-AUTZ]. At the end of the day, policymakers could all get on board with unlocking more housing, but an extensive network of private legal apparatuses can still say no. If we care about finding real and lasting solutions to the housing crisis, we must explore freeing up property from longstanding private rights that often entrench inefficiencies and stand in opposition to the public good. At the same time, to avoid significant demoralization costs and psychic harm to property owners resulting from upended expectations in the short term (and to avoid certain political failure), we must find a path forward that seeks to honor owners’ reasonable expectations.

The legal academy has given this problem limited attention. At a high level of generality, many scholars have commented on some of the problems associated with restrictive covenants and other forms of deadhand control over real property.26Julia Mahoney, Perpetual Restrictions on Land and the Problem of the Future, 88 Va. L. Rev. 739, 770, 778 (2002); Gerald Korngold, Resolving the Intergenerational Conflicts of Real Property Law: Preserving Free Markets and Personal Autonomy for Future Generations, 56 Am. U. L. Rev. 1525, 1528–29 (2007). See generally James L. Winokur, The Mixed Blessings of Promissory Servitudes: Toward Optimizing Economic Utility, Individual Liberty, and Personal Identity, 1989 Wis. L. Rev. 1 (1989). Additionally, a few scholars have noted that restrictive covenants could swoop in where single-family zoning leaves off.27Brady, supra note 19, at 1681–82; Miller, supra note 25; John Infranca, The New State Zoning: Land Use Preemption Amid a Housing Crisis, 60 B.C. L. Rev. 824, 874–75 (2019). More specifically, Robert Ellickson recently provided a helpful synopsis of the problem of “stale” restrictive covenants of all forms and of some potential paths forward for those burdened by them to free themselves.28See generally Ellickson, supra note 18.

And, just this year, Gerald Korngold explored the likely prominence and harms of single-family covenants in the wake of zoning reform.29See generally Gerald Korngold, Repealing Single-Family Zoning Is Not Enough: A Proposal for Removing Existing Parallel Private Covenants for Violating Public Policy, 89 Mo. L. Rev. 1 (2024). He evaluates whether invalidating such covenants might run afoul of the Takings Clause, and then urges courts to consider such covenants void as contrary to public policy under certain circumstances.30See generally id.

But the literature has only just begun to explore the nature and the depth of the problem as it relates to the housing crisis. This Article attempts to do so. It makes multiple new contributions to the discussion on the housing crisis and private law. First, it explains how the abundance of restrictive covenants contributes to housing “gridlock,” a scenario in which fragmented and dispersed ownership of private rights prevent productive and socially beneficial land use. Second, this Article employs an underutilized approach to both describe that problem and explore solutions. Building on the work of Stephanie M. Stern and Daphna Lewinsohn-Zamir, who have provided a general primer on the relationship between psychology and property law,31See generally Stephanie M. Stern & Daphna Lewinsohn-Zamir, The Psychology of Property Law (2020). this Article reviews contemporary psychological research on ownership, possession, and subjective attachment. It then applies that research to, first, suggest why restrictive covenants’ hold may be stronger and more damaging than some commentators have suggested and, second, to evaluate strengths and weaknesses of legal and policy tools to escape that hold. One of the primary insights this Article hopes to convey is that housing gridlock from restrictive covenants is a deeply psychological problem, and that any solution must account for the driving psychological phenomena.

This Article proceeds in two parts. Part I explains how restrictive covenants contribute to gridlock. It evaluates housing gridlock—how we got here—from legal, financial, and especially, psychological perspectives. Part II explores how to break out of that gridlock. It surveys potential paths forward from within the common law of property as well as certain regulatory or legislative approaches. Then, relying on common law, economic, and psychological principles, it constructs a new solution. That solution involves a statutory mechanism, with procedural and remedial components, that facilitates the bypassing of covenants when it would be efficient to do so. Finally, it aims to respect the preexisting interests of covenant beneficiaries along the way. In the process of explaining this proposed solution to housing gridlock, this Article explores the advantages—especially psychological—that the solution presents compared to other options.

I.  THE TRAGEDY OF THE HOUSING ANTICOMMONS

This Section describes the housing gridlock that restrictive covenants have helped usher in. Section I.A identifies the concept of the tragedy of the “anticommons” and explains why it applies to the modern housing market generally and residential restrictive covenants specifically. Section I.B explores three interrelated social-scientific explanations of how we arrived at housing gridlock—a legal one, a financial one, and a psychological one—and it explains why the psychological explanation is particularly important. This Article thereby draws in part, but not exclusively, on law & behavioral economics to describe the problem, with a special emphasis on underappreciated psychological forces at play.

A.  Gridlock as a Feature of the Modern Housing Market

Few concepts are more influential to the foundations of private property law than that of the “tragedy of the commons.”32Numerous cases cite the concept. See, e.g. NRDC v. Costle, 568 F.2d 1369, 1378 (D.C. Cir. 1977); New York v. Evans, 162 F. Supp. 2d 161, 167 (E.D.N.Y. 2001); Mojito Splash, LLC v. City of Holmes Beach, 326 So. 3d 137, 143 (Fla. Dist. Ct. App. 2021); Verizon v. FCC, 740 F.3d 623, 666–67 (D.C. Cir. 2014) (Silberman, J., concurring in part). Numerous law journal articles do as well. See, e.g., Shi-Ling Hsu, What Is a Tragedy of the Commons? Overfishing and the Campaign Spending Problem, 69 Alb. L. Rev. 75, 76 (2005); Nathaniel Wolloch, Before the Tragedy of the Commons: Early Modern Economic Considerations of the Public Use of Natural Resources, 19 Theoretical Inquiries L. 409, 409–10 (2018); Amy Sinden, The Tragedy of the Commons and the Myth of a Private Property Solution, 78 U. Colo. L. Rev. 533, 533–34 (2007). The basic idea is that when a resource (such as a freshwater lake that is useful for drinking and recreation) is unowned and subject to open access, each individual with access to it has a personal incentive to use it heavily and not limit themselves.33Garrett Hardin, The Tragedy of the Commons, 162 Science 1243, 1243–46 (1968). “Every other person might use it up first,” the thinking goes, “so if I don’t use it now I might never get any.” So, even though it would be in everyone’s interests to preserve the common resource for years and generations to come, the resource is instead spent or spoiled rapidly.34Id.

Theorists traditionally have proposed two main solutions to avoid the tragedy of the commons.35See Sinden, supra note 32, at 533–34. The first is centralized control by a public or governing body, giving authority and power to a single entity to perhaps allow public access to the resource, but limiting such access as necessary to preserve it.36Id. See generally Elinor Ostrom, Governing the Commons (1990). The second is privatization, allowing private individuals or entities to own all or portions of the resource.37See Sinden, supra note 32, at 533–34. See generally Harold Demsetz, Toward a Theory of Property Rights, 57 Am. Econ. Rev. 347 (1967) (arguing that private property comes to exist so that individuals can internalize the externalities of their resource use). Under such an arrangement, the owners theoretically have an incentive to use the resource productively without spoiling it.38See sources cited supra note 37.

But there’s another tragedy that is far less famous. Michael Heller called it “the tragedy of the anticommons.”39Michael Heller, The Gridlock Economy 1 (2008). While the tragedy of the commons describes an undesirable consequence of too much open access, the tragedy of the anticommons sits at the other end of spectrum as an undesirable consequence of, in a sense, too much private ownership.40Id. at 1–9. Here’s the idea: Certain public goods rely on the use of property. And, indeed, some of those goods cannot manifest unless either enough property is pooled together, or a smaller unit of property is utilized or developed to a substantial degree.41Id. Think of public transportation corridors, large parks, or stadiums. But if property is divided among too many private owners, or if the rights concerning one unit of property are spread among too many owners, then for those greater public goods to manifest, more people must be willing to relinquish their right to exclude others from using their small slice of the pie.42Id.

A fictional example can make this more concrete. Imagine a swimming pool that is not owned by one person or entity, but instead is owned by hundreds of different people in individual chunks. Each person owns around one square meter and has complete and total rights over their small space. If even a handful of the individual owners decide to fence off their small portion of the pool from anyone else, they could prevent all other people from swimming laps. Because ownership of the pool is fragmented across many parties, the resource—the pool itself—cannot reach its full productive potential.

Although the swimming pool example is farfetched, anticommons and gridlock can calcify under the radar in ways that shape the real world. Michael Heller points to biomedical patents.43Id. at 4–5. Years ago, a large pharmaceutical company developed what looked to be a promising treatment for Alzheimer’s Disease.44Id. But the treatment never made it out of the lab because it wasn’t financially feasible for the company to pay off all the holders of patents of necessary component technologies.45Id. The U.S. government developed the patent system to incentivize innovation in the world of biomedical technology. And it did. Driven by patents as rewards, we underwent a revolution in biomedical technology in the late 20th century.46Id. But sooner or later it rings true that “there is nothing new under the sun”47Ecclesiastes 1:9. and one must build with the materials that already exist. When too many people have the right to exclude others from using those building blocks, building a wall from the bricks can approach impossibility.

Hence the term “gridlock.”48See generally Heller, supra note 39. We might have the building blocks to assemble resources that would massively improve public welfare, but whether we reach our goal depends on whether assembling those building blocks is feasible or whether they will instead stick in place, widely dispersed. I argue that we are witnessing a tragedy of the anticommons in housing too. Dispersed ownership rights stifle the production of the housing necessary to meet demand and ensure greater affordability and stability for all.

The most well-documented source of housing gridlock is regulatory: specifically, zoning and related regulations.49See Infranca, supra note 23, passim. Most cities are governed by a zoning code, which limits land use in different geographic areas to specific uses—such as single-family housing only.50Scott Beyer, Modern Zoning Would Have Killed Off America’s Dense Cities, Forbes (May 25, 2016, 4:05 PM), https://www.forbes.com/sites/scottbeyer/2016/05/25/modern-zoning-would-have-killed-off-americas-dense-cities [https://perma.cc/Z5JY-3CX9]. And in most cities, a property owner who seeks to use their property in violation of the zoning restrictions may request a “variance”: permission from the local government to, say, build a quadplex or small apartment building in an area otherwise restricted to single-family houses only.51Einstein et al., supra note 10, at 15. Often, a variance request triggers an elaborate comment and review process;52Id. even for the smallest proposed projects, house owners can voice their opposition and demand studies on traffic, environmental impact, water runoff or burden on public utilities.53Id. at 17. Because this process is expensive and time-consuming for the property developer, often the result is either that housing is never built, or the end product contains fewer units at a higher selling price than originally planned.54See, e.g., id. at 3, 24. That being so, gridlock and anticommons can follow from not only too many people owning pieces of what we’d typically think of as “property”—a piece of land, a patent or copyright, for example—but also from too many people or entities having the right and power to stop others’ use of their property, demonstrating the fragmentation of property rights.55See, e.g., Heller, supra note 39, at 145–48 (discussing closed storefronts in post-Soviet Russia).

However, loosening zoning restrictions will not necessarily suffice to escape gridlock. In many regions in and around metropolitan centers, restrictive covenants could pick up much of the slack. Imagine a developer buys a property and wants to build multifamily housing—a condo building, four townhouses, or even just a duplex. The property isn’t subject to any notable zoning restrictions. But it is within the bounds of a homeowners association (“HOA”). And within the HOA’s Covenants, Conditions, and Restrictions (“CC&Rs”) is a provision stating that all properties may only be used for the operation of one residence.

In this case, however, there is no variance process. The developer could petition the HOA board to allow multi-family housing, but (1) the board, made up of other homeowners in the subdivision, has no interest in losing the single-family, detached-home character of their neighborhood;56Einstein et al., supra note 10, at 13, 34. and (2) in any event, CC&Rs often can be amended only by a supermajority vote of all property owners within the association,57See, e.g., Declaration of Covenants, Conditions and Restrictions for Bradford Manor Subdivision, Walton Cnty., Ga. § 9.02(b) (Apr. 5, 2001) (on file with author) [hereinafter Bradford Manor CC&Rs]; Amended and Restated Declaration of Covenants Conditions and Restrictions for Westview Estates, Polk Cnty., Or. § 5.3 (Oct. 16, 2022) (on file with author) [hereinafter Westview Estates CC&Rs]. so if the developer wanted the legal right to build even a duplex, numerous owners in the vicinity would have to agree to the change. The chances of succeeding are slim.

Perhaps that would strike some people as just fine. We are talking about a single-family neighborhood, so maybe the property owner should simply find somewhere else to build the condos, townhouses, or duplexes. And anyway, the restrictive covenants should come as no surprise, right? The developer should have known what it was getting into. But for at least three reasons, restrictive covenants have contributed to and will continue to produce housing gridlock—not only as to an individual piece of property here and there, but also for residential properties and housing supply at local, regional, and national levels.

First, HOAs and single-family covenants are common and even rising in popularity. Single-family homes are the most prevalent form in the United States housing stock, representing around two-thirds of all units.58American Community Survey, Table DP04: Selected Housing Characteristics, U.S. Census Bureau (2021), https://data.census.gov/table?q=DP04 [https://perma.cc/PZ27-S2GG]. And around a quarter of all single-family homes in the United States are subject to HOA governance.59Found. for Cmty. Ass’n Rsch., 2021–2022 U.S. National and State Statistical Review (2022), https://foundation.caionline.org/wp-content/uploads/2022/09/2021-2CAIStatsReviewWeb.pdf [https://perma.cc/FT65-6C4J]. That share is poised to increase in the coming years—over 60% of new, single-family homes are subject to HOA governance, and the number is over 80% for new homes constructed in subdivisions.60Wyatt Clarke & Matthew Freedman, The Rise and Effects of Homeowners Associations, 112 J. Urb. Econ. 1, 1, 7 (2019). Moreover, because a single-family restriction is one of the most common covenant terms for HOAs,61Stephen R. Miller, Dangerous Ideas for Land Use Laboratories #1: Preempt the Single-Family Residence Restrictive Covenant, LPB Network (Jan. 27, 2020), https://lawprofessors.typepad.com/land_use/2020/01/dangerous-ideas-for-land-use-laboratories-1-preempt-the-single-family-residence-restrictive-covenant.html [https://perma.cc/3BZK-NV9P]; Ellickson, supra note 18, at 1841 n.40. it is reasonable to assume that the large majority of single-family homes under HOA governance are bound by a restrictive covenant to stay that way. The practical effect of HOAs’ increasing popularity for single-family home developments, and the prevalence of single-family use restrictive covenants, is that it is increasingly difficult to purchase a home that could one day be expanded into multiple units.62Winokur, supra note 26, at 33 (“Further, as increasingly standardized servitude regimes proliferate, a marginal consumer will confront uniformity not only within developments, but among competing developments. Thus, the alternative sources of supply contemplated in the economic defense of form contracts evaporate for buyers within particular housing markets.”). And that is so even without taking into account the prevalence of other sorts of covenant terms that in practice allow only for single-family development—like minimum square footage requirements for each residence.63Sara C. Bronin, Zoning by a Thousand Cuts, 50 Pepp. L. Rev. 719, 775 (2023). Covenant terms other than those explicitly limiting use to single-family residences can play a significant role in limiting housing production. This Article focuses primarily on explicit single-family restrictions because the connection between them and housing gridlock is more direct. But much of what the Article discusses and suggests could apply to any restrictions that are de facto single-family restrictions. For this reason, I, like Lee Anne Fennell and James Winokur, am skeptical of arguments that decentralized governance by collections of private covenants could meaningfully provide for an open “market” of governance options for homebuyers.64See Lee Anne Fennell, Contracting Communities, 2004 U. Ill. L. Rev. 829, 856–58 (2004); Winokur, supra note 26, at 56–60. But cf. Robert C. Ellickson, Cities and Homeowners Associations, 130 U. Pa. L. Rev. 1519, 1520 (1982) (describing membership in HOAs as “perfectly voluntary”); Clayton P. Gillette, Courts, Covenants, and Communities, 61 U. Chi. L. Rev. 1375, 1379–82 (1994) (suggesting that HOAs could provide communitarian benefits without significantly harming broader public interests). Increasingly CC&Rs converge on this land-use uniformity and gobble up land as they do so.

Second, some people who own single-family homes either purchase them without recognizing that they are bound by a single-family covenant and the significance of that fact, or eventually come to want freedom from such a covenant when they stand to benefit from its removal.65Winokur, supra note 26, at 59–60. Most people, we can assume, buy a home primarily because they like the home and its general location. And their awareness of HOA restrictions and amenities may not extend far past knowledge of the monthly or annual fee, as well as the access owners have to common areas, like a swimming pool.66Id.; see also Clarke & Freedman, supra note 60, at 2 (citing Evan McKenzie, Privatopia: Homeowner Associations and the Rise of Residential Private Government (1994)). Over time, research shows, homeowners often come to disfavor many restrictions governing their private land use.67Winokur, supra note 26, at 59–60; see also Clarke & Freedman, supra note 60, at 2 (noting that some buyers are unaware of extensive restrictive covenants when they purchase a home).

Third, an obvious but important fact: land is a scarce resource.68See, e.g., Eric F. Lambin & Patrick Meyfroidt, Global Land Use Change, Economic Globalization, and the Looming Land Scarcity, 108 P.N.A.S. 3465, 3466 (2011), https://www.pnas.org/doi/10.1073/pnas.1100480108 [https://perma.cc/F3TH-U3LW]. As some land gets developed, the overall share of available land shrinks—especially land well-connected to amenities. Every property and subdivision developed for single-family use accelerates land consumption and constrains the resources available for future housing development.69See Samuel Brody, The Characteristics, Causes, and Consequences of Sprawling Development Patterns in the United States, Nature Educ. Knowledge (2013), https://www.nature.com/scitable/knowledge/library/the-characteristics-causes-and-consequences-of-sprawling-103014747 [https://perma.cc/222C-U8KU]; Winokur, supra note 26, at 33.

Of course, these phenomena conspire to lock individual land parcels into perpetual hosts of one single-family home. But the aggregate effects could be substantial too. We have a housing shortage, but where new housing is being constructed, it’s disproportionately single-family and subject to a covenant keeping it that way.70See, e.g., Clarke & Freedman, supra note 60, at 1, 7. Such development, being less dense and involving excessive land consumption, contributes to suburban sprawl.71See Brody, supra note 69. Radiating out from city centers, more and more large land agglomerations are “filled” with sparse housing; and because of covenants the gaps are not easily filled in later. That means that new housing necessarily stretches away from population centers rich in jobs, recreation, social services, and other amenities.72Infranca, supra note 23, at 661. This phenomenon disproportionately burdens lower-wealth residents for whom greater transportation costs and longer commuting times are especially difficult to manage.73Id.; Einstein et al., supra note 10, at 9.

And it likely will not improve on its own. Although covenant authors can specify that restrictions expire after a certain number of years, they usually do not do so.74Winokur, supra note 26, at 4. Instead, restrictions often apply unless removed through an onerous process, in effect sticking to the corresponding land indefinitely. So, the more HOAs, the more single-family restrictions, and the more land is consumed by indefinite limitations on housing.

Thus, private rights can prohibit cities and surrounding regions from meeting housing demand.75Also, as residents move farther away from city centers and outside of municipal boundaries, cities miss out on part of their tax base. A society filled with single-family land use may function well for a time. But that time is likely to be short if the regional population is to increase. Unused land is depleted, so would-be developers cannot simply buy another lot and build it up. The land that is already occupied is stuck in a web of private promises keeping it from being redeveloped to accommodate more people. Thus, gridlock is inescapable. Properties where the market would offer top dollars to purchase and convert into multiple housing units cannot budge. Too many people—most often HOA boards and members—have the unilateral right to say no.

B.  Why Did We Get Gridlock?

The previous Section explained housing gridlock and how restrictive covenants contribute to it. But there is a more fundamental, or at least chronologically prior, question: Why do we have so many HOAs and restrictive covenants? No one factor or force can explain it all, but this Section discusses three separate, yet related explanations: one legal, another based on financial considerations and incentives, and a third psychological. It explains why the psychological element is particularly critical to grasp.

1.  The Legal Backdrop

Non-possessory rights in land date back several centuries.76Winokur, supra note 26, at 10–12; Korngold, supra note 26, at 1534–35. In fifteenth-century England, much land that up until then had stood open for passage was enclosed, and so free travel became more difficult.77Winokur, supra note 26, at 10–12. In response, the “easement” was born as a legal right of passage through land under private control.78Id. However, for centuries, those non-possessory interests rarely extended to provide rights, allowing people to limit how others used other properties.79Id.

Through the 1800s, the Industrial Revolution and corresponding urbanization brought people closer together and also presented a new array of land uses that could have unwelcome spillover effects on neighboring properties.80Id. Non-possessory property interests that could be enforced to limit neighbors’ land uses proliferated.81See id. at 13. But even then, courts at first would apply such restrictions to the parties to the original agreement only.82Id. That changed in the mid-1800s, when American courts began to enforce these restrictive covenants not only against the parties to the initial agreement, but also to successive owners of the relevant properties.83Id. The thought at the time was to expand property markets, turning contract-created development rights and limitations into transferable commodities.84Id. at 14. Such a framework, proponents thought, would help efficiently allocate land uses to properties where they were most suited.85Id. And in some ways, the commodification and fragmentation of ownership rights did bring about desirable results. For example, they allowed for the birth and proliferation of condominiums, which made home ownership more affordable to many. See Existing-Home Sales, Nat’l Ass’n Realtors, https://www.nar.realtor/research-and-statistics/housing-statistics/existing-home-sales [https://perma.cc/C94M-7E7E] (providing data to show that the price of condos and co-ops tends to be substantially cheaper than the price of single-family homes).

That history is our inheritance, and today the legal rules surrounding restrictive covenants make it quite simple to lock land uses into their present states for long periods of time. For a covenant to run with the land, one traditionally needs four things: (1) intent for a burden on the property to run to future owners; (2) horizontal privity (typically satisfied if the restrictions were placed when the properties were held in common and at an initial land conveyance or sale); (3) vertical privity (meaning a chain in conveyance of the property all the way back to the owners at the time the burden was created); and (4) touch and concern the burdened land (a notoriously fuzzy requirement, which for the purposes of this Article can be understood as a requirement that the burden somehow involves land use as opposed to a non-land-related restriction on owner behavior).86Neponsit Prop. Owners Ass’n v. Emigrant Indus. Sav. Bank, 15 N.E.2d 793, 795, (N.Y. 1938).

To simplify, this standard generally means that if at the initial sale of a piece of property, the right people aim to restrict how the property can be used into the future, they just have to say so, and future owners will be bound in precisely the same way. If someone owns two adjoining lots and wants to sell one, they can simply agree with the first purchaser that the transferred lot can only be used for one single-family home, unless the owner of the other property gives express permission to do otherwise. If that restriction is recorded with the deed to the sold property, then it can potentially stand for generations, even after all involved properties are sold again and again.

The most prominent source of single-family covenants today likely comes from HOA CC&Rs. Such restrictions are quite easy to create even though they can burden large collections of properties in one shot. The standard process is that a developer purchases a large piece of land, then subdivides it in accordance with local legal requirements.87Winokur, supra note 26, at 56–59. In so doing, the developer, as the sole owner, has the right to set conditions on the properties’ future use, and can establish that the properties will all be members of a common-interest community (for example, they may be governed by an HOA and perhaps share in some common amenities).88Id. The developer can then outfit each subdivided piece with a house and all requisite utility infrastructure. The properties at that point are worth far more taken together than the large portion of land the developer initially bought.89See Clarke & Freedman, supra note 60, at 2 (discussing the “HOA premium”); see also Jenny Schuetz, Brookings Inst., To Improve Housing Affordability, We Need Better Alignment of Zoning, Taxes, and Subsidies 2 (2020), https://www.brookings.edu/wp-content/uploads/2019/12/Schuetz_Policy2020_BigIdea_Improving-Housing-Afforability.pdf [https://perma.cc/A6C9-65HP] (providing an example of the relative individual and aggregate costs of different housing structures). So the developer sells each home. If the developer specified in the community’s CC&Rs that each property is limited to single-family use, then each would-be purchaser must simply accept that restriction or look elsewhere.90Winokur, supra note 26, at 56–59. And because the geographic areas where the developer acquires large chunks of land are often sparsely populated at the time and thus better suited to single-family homes, it is quite common for a developer to choose to include single-family covenants in a subdivision’s founding documents. In the short term (which is what matters to the developer), there is a market for it.91See id. at 3.

Once the developer has sold off all the properties, it no longer retains control over how each property is used. That authority, with the pre-drafted restrictions, typically transfers to the HOA or the community members when the last property is sold, if not before.92See, e.g., Bradford Manor CC&Rs, supra note 57, §§ 3.03(b), 8.01, 9.02; Westview Estates CC&Rs, supra note 57, § 1. However, the restrictions tend to stick. There are many reasons for this, some of which will be explored in more detail below. But from a legal standpoint, the most important factor is that under the standard documentation for these common-interest communities, CC&Rs can only be amended through rather difficult means. It is typical for the restrictions to be amendable only by supermajority vote of the homeowners in the community.93See, e.g., Bradford Manor CC&Rs, supra note 57, § 9.02(b); Westview Estates CC&Rs, supra note 57, § 5.3. It is not immediately obvious why in any given case the developer makes it so difficult to change restrictions. As discussed in Section I.B.2, infra, perhaps the developer suspects that buyers will pay more for the assurance that their neighborhood will not change in years to come. Or perhaps it is because such odious provisions are simply features of standard form CC&Rs today.94See Winokur, supra note 26, at 58 (noting the proliferation of reliance on standard forms in servitude regimes). Either way, an entire new community is left with the restrictions, and it often takes nearly the entire community to be of the same mind to change the restrictions to even a single property.

In sum, the American legal system dove headfirst into commodification of fragmented land interests. In doing so, it made it quite simple for owners to restrict use of land for generations to come and to divide the power to restrict among many parties. And in the modern day, large developers use the same basic legal tools to cement indefinitely the single-family use of potentially hundreds of properties at a time—such that even when the developer is long gone, the law ensures that meaningful change is unlikely.

2.  Financial Incentives

The financial considerations surrounding housing gridlock are essential but insufficient to understand the problem. Although they might partially explain why single-family restrictive covenants became so prevalent, they sometimes fail to explain why those covenants persist in certain locations. Basic financial considerations may suggest that restrictive covenants are eventually discarded when they expend their basic utility.95See Ellickson, supra note 18, at 1848–51. But that often does not play out in practice.

As the preceding Section suggests, financial incentives often encourage developers to mandate single-family use at the beginning of a new neighborhood’s life. For developers with massive capital and hopes of substantial profit, the goal is to construct, and then sell, a lot of homes.96As a general rule, the more homes are constructed on a parcel, the lower the per-unit construction cost is, but the greater the total revenue from selling all of the homes. See Schuetz, supra note 89, at 2; see also Alex Baca, Patrick McAnaney & Jenny Schuetz, “Gentle” Density Can Save Our Neighborhoods, Brookings Inst. (Dec. 4, 2019), https://www.brookings.edu/articles/gentle-density-can-save-our-neighborhoods [https://perma.cc/AU7X-AVVE]. One option would be to buy one or multiple smaller plots of land in an urban center where demand for multi-family housing near preexisting amenities is high. Some developers do take that path. But if other developers have already gobbled up city land for that purpose, or if local zoning provisions prevent a developer from building enough housing units to turn a large enough profit, then they might look elsewhere simply as a matter of necessity. In growing regions, that means looking to the open pastures of suburbs and beyond, where demand for housing is beginning to rise but land is still relatively cheap.97William Hawk, Expenditures of Urban and Rural Households in 2011, U.S. Bureau Lab. Stat. (Feb. 25, 2013), https://www.bls.gov/opub/btn/volume-2/expenditures-of-urban-and-rural-households-in-2011.htm [https://perma.cc/BL2Q-HPAZ] (“In many rural areas, land is plentiful, so prices tend to be lower.”); see also Schuetz, supra note 89, at 4 (explaining that “[l]and is most expensive in city centers”). If they cannot build upward, they build outward.

That may partially explain why developers build so many single-family homes in expansive, sprawling subdivisions. But it does not necessarily account for why they restrict all the homes in the subdivision to single-family use. No one forces them to do so.

Although more research could be done as to why developers take that step, there are a couple of related possible explanations. First, and most importantly, there is reason to believe that, at least at the time the developer is first selling off the homes, single-family restrictions do not materially diminish the values of the properties they constrain. Most buyers of newly constructed single-family homes in sparsely populated areas are not interested primarily in an investment opportunity; they are looking for a place to live.98See, e.g., Sophie Kasakove, Why the Road Is Getting Even Rockier for First-Time Home Buyers, N.Y. Times (Apr. 25, 2022), https://www.nytimes.com/2022/04/23/us/corporate-real-estate-investors-housing-market.html [https://perma.cc/8JYG-79LL] (noting the struggle between first-time home buyers who seek to live in the purchased home versus corporate investors seeking to purchase properties to rent). Thus, they perhaps do not care at the outset whether tomorrow or years from now they could be prevented from converting their home into a duplex, or from adding an accessory dwelling unit. Relatedly, buyers are not simply buying a home subject to a restriction; they are buying a home that is surrounded by other homes subject to a restriction. Someone looking for a home in a sprawling development in a sparsely populated region might prefer some assurance that their neighborhood character will remain stagnant.99See sources cited supra note 25 and accompanying text.

But there comes a time when land cannot keep up with demand. As the population increases in a region that was once comparatively empty, the public interest demands more homes. As urban centers fail to accommodate the housing needs of prospective residents, more people seek to move into outer ring suburbs.100Carlos Waters, Suburban Sprawl Is Weighing on the U.S. Economy, CNBC (Feb. 1, 2022), https://www.cnbc.com/2022/02/01/how-suburban-sprawls-single-family-home-zoning-limits-housing-supply.html [https://perma.cc/SG7H-JGYQ] (discussing how limited dense housing supply contributes to sprawl); Schuetz, supra note 89, at 3–5 (noting that housing tends to be more expensive in cities). If the land is already substantially filled in these areas by single-family homes on large lots, housing prices will climb.101Charles Nathanson, Raven Molloy & Andrew Paciorek, Would Housing Cost Less If It Were Easier to Build New Homes? Surprisingly, Not Much, Kellogg Sch. Mgmt. at Nw. Univ.: Insight (Feb. 2, 2022), https://insight.kellogg.northwestern.edu/article/housing-costs-supply-demand-affordability [https://perma.cc/MU26-AL6X] (noting that one driver of high housing cost is low supply). Under such circumstances, developers could easily fill multiple housing units per lot.

Thus, once housing demand increases sufficiently, single-family covenants may come to deflate individual property values. As a general rule, per-unit construction costs decrease as the number of units in the structure increase.102See Baca et al., supra note 96. Further, the more housing units that can be constructed, the more total revenue is up for grabs.103Id. For those reasons, a property that can host twenty, ten, or even two units is typically more valuable than a property that can only host one.104See Schuetz, supra note 89, at 4. That is the basic economic incentive for developers to meet higher housing demand. And although no comprehensive study has been done to measure the effect on a property’s value of lifting a single-family covenant, there is analogous research regarding zoning.

Those numbers seem to point one way: “upzoning” increases property values where housing demand is high. This is especially true for single-family homes. One study found that in Minneapolis, the citywide upzoning initiative increased the value of single-family property by around 3%.105Daniel Kuhlmann, Upzoning and Single-Family Housing Prices: A (Very) Early Analysis of the Minneapolis 2040 Plan, 87 J. Am. Planning Ass’n 383, 391 (2021). Another study found that in Chicago, properties near transit services saw a dramatic increase in value from upzoning—by 15–20%.106Yonah Freemark, Upzoning Chicago: Impacts of a Zoning Reform on Property Values and Housing Construction, 56 Urb. Affs. Rev. 758, 758–89 (2020), https://journals.sagepub.com/doi/10.1177/1078087418824672 [https://perma.cc/G36U-VUAV]. A study focused on Auckland, New Zealand also saw notable value increases.107Ryan Greenaway-McGrevy, Gail Pacheco & Kade Sorensen, The Effect of Upzoning on House Prices and Redevelopment Premiums in Auckland, New Zealand, 58 Urb. Stud. 959 passim (2021), https://workresearch.aut.ac.nz/__data/assets/pdf_file/0010/535096/Effect-of-upzoning.pdf [https://perma.cc/2MGC-DYS7].

Why, then, does the gridlock persist? If properties tend to jump up in value when restrictions limiting them to single-family use are lifted, why do single-family restrictive covenants still dominate so much of our single-family housing stock? There may be several reasons, including the high transactions costs someone who wants to bypass a covenant would incur by seeking waivers from all covenant beneficiaries. But from the perspective of all other parties involved, one of the potential causes is that those who would have to decline to enforce the covenant could in the short term suffer a drop in property value, or at least a drop in the subjective value they place on their property and on living in that neighborhood. In other words, although unlocking growth on a given parcel increases that parcel’s value, surrounding parcels might not similarly benefit, especially if they remain restricted. That is one possible reason why even though upzoning a particular property tends to increase its value, properties that are part of an HOA subject to single-family restrictions are sometimes valued higher than comparable properties not within an HOA.108Clarke & Freedman, supra note 60, at 2. Although the increase in value is perhaps a feature of the additional services as much as the restrictions. See id. Multiple studies have concluded that constructing new multi-family housing on a particular piece of property tends to depress the rent of nearby properties.109See Brian Asquith, Evan Mast & Davin Reed, Local Effects of Large New Apartment Buildings in Low-Income Areas, 105 Rev. Econ. & Stat. 359, 373–74 (2023); Evan Mast, W.E. Upjohn Inst. for Emp. Rsch., The Effect of New Market-Rate Housing Construction on the Low-Income Housing Market 1 (2019) (“New construction opens the housing market in low-income areas by reducing demand.”), https://research.upjohn.org/up_policybriefs/13 [https://perma.cc/AYN7-22GB]; Xiaodi Li, Do New Housing Units in Your Backyard Raise Your Rents?, 22 J. Econ. Geography 1309, 1310 (2021). This result is no surprise, and is in fact a core goal of upzoning’s proponents.110See Nathaniel Meyersohn, The Invisible Laws That Led to America’s Housing Crisis, CNN (Aug. 5, 2023), https://www.cnn.com/2023/08/05/business/single-family-zoning-laws/index.html#:~:text=Strict%20single%2Dfamily%20zoning%20regulations,opportunities%2C%20researchers%20and%20advocates%20say [https://perma.cc/SB74-39SD] (noting that “[s]trict single-family zoning regulations limited housing supply [and] artificially raised prices”). Thus, adding to the housing stock tends to reduce, or at least slow the increase of, the price of housing units that would compete against the new housing for occupants. This is perhaps a laudable result for the public at large, but one that is unwelcome to local homeowners centrally concerned with their own property’s value.

Yet, it is unclear whether such an effect holds true when looking at the value of surrounding homes that are not in the arena to compete for multi-family occupants, but that instead simply remain single-family properties. In theory, if enough potential buyers of a single-family home are dissuaded by the presence of multi-family housing nearby, then a home that remains a single-family property while its neighbors turn into multi-family homes might decrease in value. The evidence, however, struggles to show that such an effect plays out in practice. Again, borrowing from the zoning context, a survey of parts of the greater Raleigh, North Carolina area suggested that the upzoning of property had no significant effect, either positive or negative, on the value of neighboring properties.111Conor Ryan, The Impacts of Upzoning on Property Values in NC, Univ. N.C. Sch. Gov’t: Cmty. & Econ. Dev. (Sept. 1, 2021), https://ced.sog.unc.edu/2021/09/the-impacts-of-upzoning-on-property-values-in-nc [https://perma.cc/JMD3-XSF2]. Admittedly, it can be difficult to isolate the effect of upzoning and determine whether it alone tends to depress the value of neighboring properties. For one, demand for housing is often already quite high in those geographic areas (hence the upzoning decision). Also, upzoning and an increase in multi-family housing units may be accompanied by new amenities like restaurants or stores that can make the neighborhood more attractive to potential buyers.112See generally Henry S. Brown III & Lisa M. Yarnell, The Price of Access: Capitalization of Neighborhood Contextual Factors, 10 Int’l J. Behav. Nutrition & Physical Activity 95 (2013) (finding access to certain food amenities increases property values); Analysis from ATTOM Reveals Fresh Take on Grocery Stores Impacting the U.S. Housing Market, ATTOM (Dec. 23, 2020), https://www.attomdata.com/news/market-trends/home-sales-prices/attom-data-solutions-2020-grocery-store-wars-analysis [https://perma.cc/E64Z-DAY4 ] (finding the same).

On the whole, then, single-family development with single-family restrictive covenants may make some financial sense at the time the covenants are first established. But as a general rule, whenever housing demand increases sufficiently, single-family covenants suppress the values of the properties subject to them. And although homeowners might assume that allowing other nearby properties to host multi-family development could suppress their own home’s value, the actual evidence may not definitively support that theory. What the evidence does support is that if all owners within an HOA could free up their own properties for multi-family use, then they would likely see their property values rise.113See, e.g., Edward L. Glaeser & Joseph Gyourko, The Impact of Building Restrictions on Housing Affordability, Fed. Reserve Bank N.Y. Econ. Pol’y Rev., June 2003, at 21, 35, https://www.newyorkfed.org/medialibrary/media/research/epr/03v09n2/0306glae.pdf [https://perma.cc/8UBC-2ZGT]. But the restrictions persist. Not enough owners within an HOA get on board with the change. Given that this perpetual gridlock is not fully explained by the financial interests of the homeowners, another force must be at play. The next Section turns to it.

3.  Underappreciated Psychological Forces

In general, owners of properties subject to a common single-family covenant stand to financially benefit by the lifting of that restriction. The fact that they do not take the plunge leads to a conclusion that is perhaps intuitive: owners who resist upzoning (and for the purposes of this Article, those who would try to enforce a single-family covenant if given the chance) do so not necessarily because they have calculated a quantifiable financial loss they might suffer, but at least in part because at a psychological level they have an aversion to the change in neighborhood character that the entry or proliferation of multi-family housing might bring about. This perceived change in quality of life can be a driving force even if it does not manifest in quantifiable financial harm. Because human psychology is potentially such a critical impetus behind the prevalence and enforcement of restrictive covenants, any solution to the resulting gridlock would benefit from a review of the relevant psychological principles. This Section serves that purpose.

Property ownership is not only a legal trait; it has deep personal implications to the owner and potential subsequent owners.114See generally Margaret J. Radin, Property and Personhood, 34 Stan. L. Rev. 957 (1982) (exploring connections between property ownership and conceptions of the self and personal identity). That being so, concerns that motivate the retaining, using, and transferring of property are not only financial; they are psychological as well. This Section reviews contemporary psychological research that can help explain why property owners may hold onto possessions and entitlements notwithstanding contrary financial incentives.

People develop psychological attachments to their possessions. From a philosophical standpoint, thinkers from Hegel115M. Blake Wilson, Personhood and Property in Hegel’s Conception of Freedom, 1 Polemos 68, 68–91 (2019), https://philarchive.org/archive/WILPAP-29 [https://perma.cc/CR5X-HJ46]. to Margaret Radin116Radin, supra note 114, at 957–59. have argued that owning property is a prerequisite for human freedom, because at a psychological level people begin to associate what they own with who they are. Objects become part of the subject; material things contribute to immaterial “identity.” In other words, people need property to develop a fuller concept of self-personhood.

Psychological research supports this theory to a degree, particularly through two related key concepts: the “Endowment Effect” and the “Mere Ownership Effect.”117See Matthias S. Gobel, Tiffanie Ong & Adam J.L. Harris, A Culture-by-Context Analysis of Endowment Effects, 36 Proc. Ann. Meeting Cognitive Sci. Soc’y 2269, 2270–71 (2014); Jozef M. Nuttin, Jr., Affective Consequences of Mere Ownership: The Name Letter Effect in Twelve European Languages, 17 Eur. J. Soc. Psych. 381, 381–400 (1987); Michal Bialek, Yajing Gao, Donna Yao & Gild Feldman, Owning Leads to Valuing: Meta-Analysis of the Mere Ownership Effect, 53 Eur. J. Soc. Psych. 90, 91–92 (2022). Although the two concepts are not perfectly identical, they refer to a similar phenomenon—essentially, that people tend to place greater value on a thing they own or possess than on the exact same thing if they do not own or possess it.118See generally Gobel et al., supra note 117 (explaining and measuring the Mere Ownership Effect); Nuttin, supra note 117 (same); Bialek et al., supra note 117 (same). This Article refers to the two concepts interchangeably. The classic methodology to measure these phenomena is to construct an experiment of randomly selected people assigned to either be a “buyer” or a “seller” of some item, such as a coffee mug.119See Bialek, et al., supra note 117, at 94. The studies find that the “sellers” possessing the item assign the item a higher value than the buyers not possessing the item do.120Id.

The Mere Ownership Effect thus reveals that if we own or possess something, by that fact alone we will come to think of it as more valuable. The phenomenon applies to all sorts of “possessions,” even nonphysical ones, like intangible entitlements.121Id. And it applies even when a person has not had time to use or become more accustomed to the possession—merely being informed of possession or ownership is enough to trigger the effect.122Id. at 4–6.

Extrapolating to the broader world of property law, the Mere Ownership Effect means that owners of property will tend to value their property above general market value. Thus, they will resist selling an item even if offered the highest value reasonable buyers might pay. The Mere Ownership Effect means, therefore, that the status quo is sticky. Property will tend to stay in the same hands even when buyers are willing to pay the value of the property’s economic utility.

A related psychological principle is that “losses loom larger than gains.”123Daniel Kahneman & Amos Tversky, Choices, Values, and Frames, 39 Am. Psych. 341, 346, 348 (1984). Someone who stands to lose a possession is likely to think that they will lose more than another person would think they gain by acquiring that same possession.124Stern & Lewinsohn-Zamir, supra note 31, at 105; Carey K. Morewedge, Lisa L. Shu, Daniel T. Gilbert & Timothy D. Wilson, Bad Riddance or Good Rubbish? Ownership and Not Loss Aversion Causes the Endowment Effect, 45 J. Experimental Soc. Psych. 947, 947 (2009). And the fear of losing X amount of value is felt more acutely than being denied an opportunity to gain X amount of value.125Stern & Lewinsohn-Zamir, supra note 31, at 105; Morewedge et al., supra note 124, at 947. Some researchers have suggested that this principle of “loss avoidance” is what gives rise to the Endowment Effect.126See Morewedge et al., supra note 124, at 947. Whether or not that is true, research shows that people are bad predictors of the importance of preference satisfaction.127Stern & Lewinsohn-Zamir, supra note 31, at 61. In other words, people tend to think that having their preferences frustrated will be worse than it actually is. Once someone gets attached to anything—an object, a right, or even an idea—then they tend to overestimate how much they need it, and how bad it will be to lose it.128See id.; see also Bialek et al., supra note 117, at 91–92. Robert Ellickson also noted this phenomenon and tied it to restrictive covenants in a recent article. Ellickson, supra note 18, at 1854.

So, people tend to overinflate the value of anything they begin to conceive of as within their grasp. But perceptions of possession are not the only force that binds people to their things.

The more an owner associates a possession with meaningful memories and social relationships, the greater value the owner is likely to place on the possession.129Stern & Lewinsohn-Zamir, supra note 31, at 58, 75. This principle is intuitive—people subjectively value the sentimental. We value our close relationships with other people, and so we value the items that represent or remind us of those connections. Margaret Radin thus has argued that property law should place greater value on possessions like heirlooms, keepsakes, personal body parts, such as donatable organs, and the family home.130Id. at 75; Radin, supra note 114, at 957. She calls these “personhood” property, possessions that are uniquely tied to the owner’s conception of self-identity (for example, a person who identifies as a “parent” is likely to place greater-than-market value on a picture that their child drew for them).131Radin, supra note 114, at 957–61. Psychological research backs this up (although, interestingly, perhaps not as strongly for the family home as for some other possessions).132Stern & Lewinsohn-Zamir, supra note 31, at 75. All in all, our possessions take on greater meaning, and thus greater subjective value, when we come to associate them with things that give life deeper meaning, like family and friendship.

Just as people tend to place greater subjective value on possessions that are associated with meaningful social connections, people generate the most subjective value of all from the social connections themselves.133Id. at 58. How many movies resolve by reminding the characters and the viewers that family, friends, and so forth are most important? The trope exists because it resonates at a psychological level.

Take these psychological phenomena and combine them. Humans place a value premium on things they already own or possess. We fear losing something more than we would desire to gain that same thing if we did not already have it. We overestimate how much we will suffer from losing something. And of all the things we can own, we guard most fiercely that which we associate with social and relational ties. If all these phenomena are borne out in the psychological research, another conclusion flows naturally: if we hold a tool that enables us to stop or slow change to our neighborhood, we will value that tool dearly—more so than we would value the opportunity to get that tool in the first place.

At this point the connection to restrictive covenants is coming into focus, and we can begin to answer the big question: Why do people hold onto restrictive covenants, especially those mandating single-family use only, when relinquishing such a right could make the most financial sense and when HOA restrictions are often unpopular among those subject to them?134Michele Lerner, Why Homeowners Hate Their HOAs, Wash. Post (Oct. 25, 2018), https://www.washingtonpost.com/business/2018/10/25/why-homeowners-hate-their-hoas/https://www.washingtonpost.com/business/2018/10/25/why-homeowners-hate-their-hoas [https://perma.cc/928T-ZM9K] (discussing the unpopularity of HOAs among HOA members).

In part it is because we are wired to see what we have (for example, our neighborhood as it currently stands) as much more valuable than what we would pay to get it in the first place.135Kahneman & Tversky, supra note 123, at 346; Morewedge et al., supra note 124, at 947–48. And, of course, that only addresses the mindset and position of covenant beneficiaries when posed with an opportunity to waive their right of enforcement. Other factors like the high transactions costs of negotiating such waivers might prevent even the builder from seeking freedom from the covenants in the first place. Our neighborhood is ours, so ipso facto it is more valuable.136See generally Bialek et al., supra note 117 (discussing the Mere Ownership Effect). Thus, the people who must consent to the reworking or circumventing of a restrictive covenant are the same people who are psychologically predisposed not to do so, even if offered the equivalent of top market value to relinquish the right. Homeowners who buy a home in an HOA with single-family use restrictions might or might not see the HOA restrictions as a selling point. But once the home, the neighborhood, and the restrictions become theirs, psychological forces cement the status quo.

I.  UNLOCKING HOUSING POTENTIAL

What can be done to break the housing gridlock? Legal mechanisms and economic interests lay the groundwork for gridlock by blanketing vast swaths of land in single-family restrictive covenants. And later, when both financial incentives and the public interest dictate that a change might be needed, the entrenched collection of private property rights collaborates with features of human psychology to stifle that change. This Part explores various options for breaking the gridlock covenants wrought. It evaluates each option through economic and psychological lenses and ultimately arrives at a new solution: in areas without single-family zoning but limited by a single-family covenant (or other covenant with a similar effect like one prescribing minimum square footage per unit and setbacks from property lines),137See Bronin, supra note 63, at 775. a property owner seeking to build multi-family housing can take advantage of a new procedural and remedial mechanism provided by statute. The mechanism in its first stage would encourage covenant beneficiaries to waive their enforcement rights, and in its second stage would limit remaining beneficiaries to one specific remedy that would allow efficient bypassing of covenants while still giving effect to preexisting legal rights. After this Part scans and evaluates a catalog of other options to avoid single-family covenants, it will explain this proposal in more detail and explain its advantages over other options, especially, but not only, from a psychological perspective.

A.  Preexisting Tools for Breaking Gridlock

This Section explores some of the tools already available to private parties, courts, and policymakers for potentially bypassing the gridlock caused by restrictive covenants. It will evaluate the strengths and weaknesses of each from legal, economic, and psychological perspectives. Ultimately, it concludes that the standard toolkit likely will not be enough to accomplish the goal.

1.  Private Bargaining’s Limitations

The simplest (not necessarily the easiest) way to avoid a restrictive covenant is to obtain a waiver—to convince the relevant party or parties not to enforce the covenant. Someone who seeks to develop multiple homes on a property could offer money to the property owners who have the power to enforce a single-family covenant.138See Winokur, supra note 26, at 26–27. No doubt this approach could work sometimes. But one of the central points of the preceding Part is that it often will not. Housing gridlock means that too many people have the right to say no. This is especially true in HOAs that include dozens or hundreds of homes. If a restrictive covenant will stand unless the large majority of homeowners vote to get rid of it,139See, e.g., Bradford Manor CC&Rs, supra note 57, § 9.02(b); Westview Estates CC&Rs, supra note 57, § 5.3. then all it takes is one or a small handful of holdouts who cannot be paid off to let it go. Psychological phenomena tell us that holdouts are likely.140See supra Section I.B.3. So, many homeowners will require well above “market value” to relinquish a covenant, if they could name a price at all.141Owners of property tend to prefer in-kind compensation and suffer additional harm when coerced into parting with property even for market value. Stern & Lewinsohn-Zamir, supra note 31, at 61, 111, 206–07. Only in cases in which the builder’s expected profit is enormous will the builder successfully buy development rights from all the parties that can stop them.142See Heller, supra note 39, at 4–5. If that were common, housing gridlock might not be a significant problem. But because psychological phenomena suggest that people will likely value and guard their covenant rights, the buyout method is unlikely to yield meaningful results on its own.

2.  Broadscale Invalidation

Turning attention to the other end of the spectrum from free market to government control, the state or local government could simply declare single-family covenants invalid or unenforceable. Such an approach isn’t merely hypothetical. California has done it—at least for certain special circumstances. In 2021, when the state passed a law removing single-family zoning statewide, it also targeted certain covenants. It declared that any restrictive covenants limiting “the number, size, or location of the residences that may be built on the property, or that restrict the number of persons or families who may reside on the property,” are unenforceable against an owner or developer of “affordable” housing.143Assemb. B. 721, 2021–22 Leg. Sess. (Cal. 2021). The language of the provision makes clear that it does not destroy all single-family covenants statewide, but instead only applies to those covenants that would restrict the construction or operation of housing that is subject to certain significant rent restrictions.144See id. § 2(j). But in the sphere where the provision applies, its word is final. Any existing single-family covenants are powerless, no matter how longstanding they are or how many other properties purportedly benefit from them.

This total-abrogation approach has some benefits. It can cover many existing covenants all at once, providing numerous developers and landowners advance notice and assurance as to the (lack of) legal force those restrictions carry moving forward. It also, of course, completely bypasses the holdout problem. It does not matter whether all, or even any, property owners benefiting from the covenant can be persuaded to relinquish their hold. And relatedly, it perhaps does not directly cost the government or the builder anything.145The government can invalidate the covenants simply by saying so. But of course, there may be indirect costs to such action, as described in this Section infra. The philosophy is simple: if the problem is that too many people have a private property right enabling them to say no to development, then remove the right entirely.

But total government appropriation is a blunt instrument. As such, it might bring the hammer down on the housing gridlock caused by single-family covenants while also rattling other interests that we would prefer to leave undisturbed. As described above, the primary harm from the loss of a covenant often is not so much financial as it is psychological.146See supra Section I.B.3. And psychological research shows that being the subject of government coercion can be especially damaging.147Stern & Lewinsohn-Zamir, supra note 31, at 92, 96, 111. Take a study regarding the use of eminent domain, which is similar in some ways to government invalidation of a covenant (in that it takes a property right or interest away from a private party). A study posed to its subjects multiple scenarios in which an owner parted with a parcel of land. In two scenarios, the owner agreed to sell it, and in the other, the land was confiscated by eminent domain in exchange for compensation.148Daphna Lewinsohn-Zamir, Taking Outcomes Seriously, 2012 Utah L. Rev. 861, 872–83 (2012). But in all the scenarios subjects were informed that the owner of the parcel valued it at the same specified market value.149Id. Nevertheless, subjects reported that the owner was worse off in the eminent domain scenario.150Id.

Stern and Lewinsohn-Zamir call this the “coercion premium.”151Id. It represents the fact that people suffer some sort of harm from being forced to part with property that is separate from and in addition to the value of the property itself. From that premise, Stern and Lewinsohn-Zamir suggest that any use of eminent domain to which the Takings Clause applies should require “just compensation” above the property’s market value.152Id. The idea is that if what the owner lost is beyond market value, then just compensation is also more than market value.

This principle carries at least two implications for restrictive covenants. The first concerns the takings issue itself. Courts across the country appear split as to whether a restrictive covenant gives the benefitted properties the sort of interest such that they are entitled to compensation when the government extinguishes that interest through a taking—but many jurisdictions likely would say that it does.153Compare Creegan v. State, 391 P.3d 36, 45 (Kan. 2017) (providing a list of cases and jurisdictions supporting the idea that restrictive covenants are a property interest protected by the Takings Clause), with Anderson v. Lynch, 3 S.E.2d 85, 87 (Ga. 1939) (holding that owners of adjacent lots did not have a compensable ownership interest in a residential-use restrictive covenant). So, any such proposal might run into significant constitutional challenges depending on where it is enacted.154Robert Ellickson suggests that there might not be a significant takings problem because some states have successfully weakened covenants in certain contexts. Ellickson, supra note 18, at 1863. Based on the number of states that consider such property interests compensable when extinguished, I am not so sure. Ken Stahl considers the takings problem to be a serious issue, although he ultimately argues that such invalidations would likely survive Takings Clause challenges. Ken Stahl, The Power of State Legislatures to Invalidate Private Deed Restrictions: Is It an Unconstitutional Taking?, 50 Pepp. L. Rev. 579 (2023). Either way, the psychological factors described infra in this Section present their own problem, and the mere threat of substantial takings litigation could be enough to deter many government actors. In the jurisdictions that might find the extinguishing of a restrictive covenant to be a taking, the government could incur an expense—perhaps a substantial one—to destroy the covenants.155On top of that, the termination would likely turn out to be overbroad and thus unnecessarily expensive for the government. It would give every property owner benefitting from a covenant the right to sue for just compensation, even though only a small fraction of those owners would actually experience new housing construction in violation of the covenant in the near future. And whatever “just compensation” ultimately might be, the coercion premium makes it more likely that landowners would challenge the action in court, thus presenting another cost to the government from litigation.156Stern & Lewinsohn-Zamir, supra note 31, at 111.

The second implication is that coercively terminating restrictive covenants will in itself inflict some level of psychic harm.157Id. at 92, 108–11. The precise amount of harm is perhaps impossible to quantify. But if the question of best policy turns on utilitarian considerations to any degree, the psychic harm must be part of the calculus nonetheless.158Dmytro Taranovsky, Utilitarianism, Mass. Inst. Tech. (Feb. 7, 2003), http://web.mit.edu/dmytro/www/Utilitarianism.htm [https://perma.cc/9M9W-TSJ8] (explaining that utilitarian considerations involve psychological distress). How much weight and credence it deserves is of course another question. Perhaps local or state policymakers would conclude that the benefit of more housing from terminating numerous single-family covenants is worth the cost of the psychic harm to single-family homeowners.

However, as that cost-benefit analysis shakes out, policymakers contemplating it should keep in mind two pillars of political participation: voice and exit.159See Heather K. Gerken, Exit, Voice, and Disloyalty, 62 Duke L.J. 1349, 1352 (2013); Lee Anne Fennell, Homes Rule, 112 Yale L.J. 617, 626 (2002). See generally Albert O. Hirschman, Exit, Voice, and Loyalty: Responses to Decline in Firms, Organizations, and States (1970). These two forces drive much local (and, to an extent, state) policymaking. Voice refers to residents’ ability to give their input, either through detailed communication of some kind or, most significantly, through voting.160See sources cited supra note 159. If enough people are fed up with policymakers’ decisions, they can vote them out. If that happens, then the officials that fill the vacancies might be more amenable to the homeowners’ interests (and therefore might try to undo the undoing of the covenants, leading to an end result that is worse than before—a reestablishment of the conditions that led to gridlock and new government leaders who might be more anti-housing on the whole).

The related force, “exit,” refers to residents’ ability to vote with their feet by moving away from jurisdictions with policies they disfavor and into jurisdictions with policies they favor.161See sources cited supra note 159; see also Ilya Somin, Foot Voting, Federalism, and Political Freedom, 55 Federalism & Subsidiarity 83, 83–90 (2014). Exit casts a shadow over local and state government decision-making because when residents exercise it, the jurisdiction loses economic activity and housing demand, and so the tax base and revenue diminishes.162See sources cited supra note 159; see also Somin, supra note 161, 83–90.

Voice and exit are of particular concern when the displeased demographic is homeowners. For one, homeowners tend to be especially active in local politics,163Jesse Yoder, Does Property Ownership Lead to Participation in Local Politics? Evidence from Property Records and Meeting Minutes, 114 Am. Pol. Sci. Rev. 1213, 1213–18 (2020). so any new policy or law that disfavors them is sure to garner strong opposition. Also, because homeowners (especially of single-family homes) tend to be wealthier than the average citizen,164Neil Bhutta, Jesse Bricker, Andrew C. Chang, Lisa J. Dettling, Sarena Goodman, Joanne W. Hsu, Kevin B. Moore, Sarah Reber, Alice Henriques Volz & Richard A. Windle, Changes in U.S. Family Finances from 2016 to 2019: Evidence from the Survey of Consumer Finances, 106 Fed. Rsrv. Bulletin, Sept. 2020, at 1, 22, https://www.federalreserve.gov/publications/files/scf20.pdf [https://perma.cc/GJ3C-XFX6]; Baca et al., supra note 96 (supporting the assertion that single-family units tend to cost more than multi-family). their exit can be distinctly harmful to localities’ short-term fiscal goals.

But it is possible that in the long run these bogeymen of voice and exit would not prove catastrophic to the jurisdiction seeking to “take” the covenants. As for voice, if lifting single-family covenants creates room for enough new people to move into the jurisdiction early enough, then perhaps some of the strength of an anti-new-housing voting bloc can be diluted by new participants in public life. And as for exit, perhaps the exit of wealthy homeowners who prefer freezing neighborhoods as single-family only would not be that harmful to the jurisdiction if the removing of covenants unlocked trapped property value and increased the number of taxable housing units in the base.165Even if cities saw a momentary dip in demand because of the new policies—and thus a momentary dip in property values and economic activity—eventually the construction of new housing units could presumably provide enough economic activity and properties from which to levy taxes that the locality ends up ahead on net.

Overall, then, if a local or state government chose to address housing gridlock simply by destroying single-family covenants, it would have to be ready for some negative economic and political backlash. And although it may turn out that destroying the covenants is worth the backlash on the whole, the coercion premium brought about by such actions should give decisionmakers pause and reason to evaluate less heavy-handed legislative options. Robert Ellickson recently surveyed some such options, such as statutory provisions limiting the lifespan of covenants to two or three decades.166Ellickson, supra note 18, at 1861–62. He disfavors such restrictions because, if set on too short a timeline, they may terminate covenants before the covenants have expended their value to those directly benefited.167Id. I would also be wary of them because of the flipside of the coin: If set on too long of a timeline, they might allow harmful covenants to maintain their hold for too long. In other words, such provisions may sometimes prove beneficial but fail to narrowly tailor to problem sources.

3.  Traditional Common-Law Tools

Although covenants are supported by strong legal backing, the common law provides some principles to escape them in special cases. The two most obviously relevant here are the changed-circumstances doctrine and voiding as contrary to public policy.168Some other bases for terminating covenants under the common law include release, merger, abandonment, acquiescence, and laches. Aladar F. Siles, Methods of Removing Restrictive Covenants in Illinois, 45 Chi.-Kent L. Rev. 100, 101–06 (1968). Other than release, which I discuss extensively from various angles in this Article, I do not discuss most of these. With a common-interest community like an HOA, in which dozens or hundreds of individual property owners have the right to sue any other owner to enforce covenants, most of these methods are unlikely to pan out. The changed-circumstances doctrine in some ways comports with the psychological underpinnings of possession and attachment. But both that doctrine and the principle of voiding as contrary to public policy are unlikely sufficiently accessible from a legal standpoint to make much difference in the aggregate.

Under the common law, the changed-circumstances doctrine holds that a party owning a property burdened by a restrictive covenant can escape its enforcement if local conditions have changed so that the covenant no longer serves its purpose and no longer benefits the once-benefited property.169Davis v. Canyon Creek Ests. Homeowners Ass’n, 350 S.W.3d 301, 309 (Tex. Ct. App. 2011); Cnty. Club Dist. Homeowners Ass’n v. Cnty. Club Christian Church, 118 S.W.3d 185, 194 (Mo. Ct. App. 2003); Cordogan v. Union Nat’l Bank, 380 N.E.2d 1194, 1197–99 (Ill. Ct. App. 1978). For example, consider if one property (hosting one house) was in covenant with another (also hosting one house) to never have loud parties, but years later the benefited property is purchased and converted into an industrial site. A court could determine that the purpose of the covenant, presumably to ensure peace and quiet for whoever lived in the home on the benefited parcel, can no longer be carried out because that property no longer hosts a home. The party can go on.

Relying on the changed-circumstances doctrine has some intuitive appeal for voiding single-family covenants. Imagine that six homes on one street were under a covenant for single-family use only. But twenty years after the establishment of the covenant nearly all of the other homes on the street and the surrounding area have been converted to duplexes, quadplexes, or small apartment buildings. If the purpose of the covenant was to do what could be done to preserve the single-family character of the entire surrounding area, and (so the owners thought) to preserve property values, perhaps the covenant can no longer serve its purpose. Psychologically, the feeling of loss the owners might experience by seeing the covenant dissolve would probably be diluted, because the neighborhood had already been changing for years. And if it was once financially beneficial to lock in single-family use, perhaps increased housing demand in the area (signaled by all the new construction) makes it so that the properties would be worth more if not so limited.

But the problem with the changed circumstances doctrine is that courts employ it only in rare cases.170Robert Ellickson discusses the changed circumstances doctrine as a potential mechanism for handling “stale” covenants, but ultimately the legal background he discusses instills little confidence in such efforts proving fruitful. Ellickson, supra note 18, at 1857–59. As a general matter, courts hesitate to find changed circumstances unless there is no reasonably conceivable benefit to the covenant.171Cordogan, 380 N.E.2d at 1199–200. In the context of single-family covenants, that would be incredibly hard to show. At least theoretically, ensuring that a neighboring property or properties remains single-family could benefit the surrounding properties’ values, because it suppresses local housing supply. The purpose of the covenant may not be economically efficient, but as long as the court finds a purpose, it likely will stand.172Id.; see also Restatement (Third) of Prop.: Servitudes § 7.10 (Am. L. Inst. 1999).

And the fact that such covenants often appear as part of the regulations of an HOA with dozens or more properties make the changed-circumstances doctrine an even weaker tool. If an HOA with a single-family covenant covers a sufficiently large swath of land, then it necessarily will insulate the properties within it from much neighborhood change. Instead, the entire subdivision or several blocks of the neighborhood remains a single-family enclave, and the areas beyond the HOA’s bounds are the spaces that might change. Of course, proliferation of multi-family housing outside of the bounds of the HOA is more than likely a primary reason why HOA members would want the single-family covenant to persist. The covenant’s purpose is to preserve the area as distinct from its surroundings.

So, although declining to enforce single-family covenants because of changed circumstances makes sense from a psychological standpoint and is probably less likely than other approaches to elicit backlash from psychic harm to homeowners, in practice under current common-law rules it is unlikely to be a powerful tool to break housing gridlock on any meaningful scale.

Declaring such a covenant invalid as contrary to public policy is potentially more powerful, but ultimately suffers from a similar weakness. Under the Restatement approach, a covenant is invalid if it is contrary to public policy.173Restatement (Third) of Prop.: Servitudes § 3.2 (Am. L. Inst. 1999). It is rare that a court concludes a covenant is contrary to public policy.174See Korngold, supra note 29, at 49. But when it does happen, often it is because a state (or sometimes even the federal government) has made clear through enacted statutes or other written law that what the covenant aims to accomplish is specifically disfavored, or that it stands directly opposed to a goal codified in state law.175Id. at 51–52.; Viking Props., Inc. v. Holm, 118 P.3d 322, 329–30 (Wash. 2005); Westwood Homeowners Ass’n v. Tenhoff, 745 P.2d 976, 980–81 (Ariz. Ct. App. 1987); Terrien v. Zwit, 648 N.W.2d 602, 608 (Mich. 2002). In the context of restrictive covenants, the public policy exception closely adheres to the unique principle that a court’s enforcement of certain restrictive covenants constitutes “state action.”176See Shelley v. Kraemer, 334 U.S. 1, 18–19 (1948). Thus, when a court is faced with a request to enforce or invalidate such a covenant, it must keep in mind whether doing so would contravene the explicit goals expressed in the state or federal constitution, or any other law such as one passed by a legislative body.

If a court concluded that enforcing a single-family covenant was contrary to public policy, then that would be a powerful tool to break apart some of the housing gridlock. The result of such a decision would completely bypass the covenant and thus free up the land for more productive residential use. But it is unclear what it would take to prove that enforcing a single-family covenant is against public policy, and even that inquiry could vary substantially by state. There are some easy cases. Take California, for example. There, again, the state passed a law declaring that any single-family covenant is unenforceable against a developer or operator of “affordable housing.”177Supra notes 143–44 and accompanying text. Quite plainly, then, there is a public policy against single-family covenants blocking the development of affordable housing. But that is an easy case because the statute already does all the work—the statute by its own enactment guts all such covenants, so the “public policy” exception on the judicial side of the equation is unnecessary.

And there are easy cases on the other end of the spectrum, when enforcing such a covenant would clearly not violate public policy. If the government actor has already zoned large portions of similar land for single-family use only, then it would be hard to credibly assert that the government has any discernible public policy against private agreements that would do the same.

But there are cases between these two extremes that are trickier. Take for instance any of the jurisdictions that have effectively eliminated single-family zoning on the public side of things, but unlike California have said nothing about private covenants.178These would include Oregon, Maine, and Minneapolis. See supra notes 12–15 and accompanying text. On the one hand, one could argue that a jurisdiction that took the affirmative step of freeing all land from the constraints of government-induced single-family restrictions would likewise oppose private arrangements that constrained property in a similar way. On the other hand, one could also argue that if the government wanted to touch private covenants, it could have said so more explicitly. And in any event, a government could reasonably want to loosen government constraints but remain agnostic on what private entities and private rights accomplish in the same subject area.

In an article released this year, Gerald Korngold specifically argues that the public policy doctrine is a viable method for voiding many single-family covenants.179See generally Korngold, supra note 29. He rightly notes that occasionally courts in some jurisdictions have viewed the doctrine more broadly, applying it even without explicit enacted guidance from the legislature on the issue.180Id. at 51–53. I would welcome extending that approach to the issue of single-family covenants. But because it appears that such an approach would mark a stark departure from how courts in many states have approached the public policy doctrine, I think it profitable to seek another solution.

In sum, I believe that the void-as-contrary-to-public-policy approach likely is not a reliable mechanism for breaking gridlock moving forward under the current state of the law. At the very least, in many jurisdictions it would potentially require the jurisdiction to already have eliminated single-family zoning, and so far, that has happened only in a handful of cities and states. And even in those jurisdictions, it is likely that some other specific expression of a policy against restrictive covenants operating to constrain housing supply would be required.

B.  A Hybrid Solution

This Section first briefly identifies a potential multi-step solution to escaping housing gridlock while limiting negative externalities and psychic harm to property owners. It then explains each component of the solution in more detail and explores why it presents some advantages to other approaches from legal, economic, and especially psychological standpoints.

1.  The Two-Stage Solution to Escape Gridlock

This Section gives an overview of a procedural and remedial solution to housing gridlock that single-family covenants (and covenants with a similar effect) helped bring about. The first stage of the solution involves a new legal mechanism created by statute. It would be available to any property owner subject to such a covenant in an area without single-family zoning. If the property owner (I will call this entity the “builder” for clarity) wants to construct multi-family housing on its property, it can force a decision of each beneficiary property on whether to decline to enforce the covenant. The builder would submit to the HOA members a rough plan for the development, such as whether it intends to create a duplex, add an accessory dwelling unit, or build an apartment or condo building, as well as the estimated size of the structure. Along with the rough plan, it would submit a lump-sum monetary offer—the amount the builder is offering to the property owners collectively to not oppose the development. The beneficiary property owners (most often this will include all other members of the HOA) then can individually decide whether to “opt in” to the offer. Those who do so will be entitled to a pro rata share of the total sum.

The second stage of the solution acts as a backdrop. Whether or not a majority of interested property owners opt in to receive a pro rata share of the monetary offer, the construction can go forward. But for those who did not opt in, a legal action for damages will still be available once the structure is completed to a habitable state. They cannot sue to block the development or require it to be torn down if it is already built; but they will be entitled to damages of some amount. There would be no need to determine liability—the builder’s violation of the covenant would be open and undisputed. The action, if it does not result in settlement, will proceed to a trial or hearing on the issue of harm alone. At that proceeding, the property owner would be entitled to a jury determination of damages within statutorily defined ranges, which could rest not only on evidence of the market value of enforcing the covenant in that instance, but also on any sort of harm (financial, psychological, or otherwise) the suing property owner suffered from the new construction.

The following Sections explore each component of the proposed solution in more detail and discuss the comparative advantages over other approaches from legal, economic, and especially psychological perspectives. They address the damages backdrop first since that component is more central to the overall scheme, and then address the initiating offer second.

2.  Why Damages?

By now the stickiness of restrictive covenants is evident. They are hard to get rid of without express agreement by most benefited property owners.181See supra Section II.A.1. Broad coercive action by governing authorities might achieve the primary goal of breaking gridlock, but in the process it might generate various negative externalities rooted in the psychic harm that research suggests it would cause.182See supra Section II.A.2. And the common-law mechanisms limiting the perseverance of such rights are narrow and apply rarely.183See supra Section II.A.3. But courts and the common law can contribute another tool: remedies. It is one issue what private rights parties possess; it is another issue which way a court will operationalize the right.184See, e.g., Daphna Lewinsohn-Zamir, Do the Right Thing: Indirect Remedies in Private Law, 94 B. U. L. Rev. 55, 56 (2014) (“Private law provides diverse remedies for right violations: compensatory and punitive, monetary and nonmonetary, self-help and court awarded.”). At the simplest level, sometimes a court can issue an injunction protecting a right, while other times it can order damages as payment for violating the right.185See id.

A promising tool for breaking the hold restrictive covenants have on housing supply would be—to use the classifications made famous by Calabresi and Melamed’s foundational work—converting the right provided by such a covenant from a property rule to a liability rule.186Guido Calabresi & A. Douglas Melamed, Property Rules, Liability Rules, and Inalienability: One View of the Cathedral, 85 Harv. L. Rev. 1089, 1092 (1972) (“An entitlement is protected by a property rule to the extent that someone who wishes to remove the entitlement from its holder must buy it from him in a voluntary transaction in which the value of the entitlement is agreed upon by the seller.”); see also id. (“Whenever someone may destroy the initial entitlement if he is willing to pay an objectively determined value for it, an entitlement is protected by a liability rule.”). In other words: enforcing covenants only in such a way that the beneficiary of the covenant can receive payment for its violation, but cannot by force of law keep the burdened property in compliance. In a recent article, Robert Ellickson briefly suggested a damages approach and commended one state, Massachusetts, which has provided for it by statute in some special instances.187Ellickson, supra note 18, at 1860–61; see Mass. Gen. Laws ch. 184, § 30 (2023); see also Winokur, supra note 26, at 83. This Section explores a damages approach for single-family covenant violations from legal, economic, and psychological viewpoints. It then discusses the finer details of how such an approach could be implemented from a practical standpoint.

i.  The Legal Landscape

From a legal perspective, damages are the preferred remedy across much of the common law.188Restatement (Second) of Contracts § 359(1) (Am. L. Inst. 1981) (“Specific performance or an injunction will not be ordered if damages would be adequate to protect the expectation interest of the injured party.”); eBay v. MercExchange, LLC, 547 U.S. 388, 391 (2006) (explaining that typically for a plaintiff to be entitled to an equitable remedy instead of a legal one like damages, “[the] plaintiff must demonstrate: (1) that it has suffered an irreparable injury; (2) that remedies available at law, such as monetary damages, are inadequate to compensate for that injury; (3) that, considering the balance of hardships between the plaintiff and defendant, a remedy in equity is warranted; and (4) that the public interest would not be disserved by a permanent injunction”). Even for property rights (which one would rightly assume are often protected by a “property rule”), courts often require the plaintiff seeking to enforce its right to show why equitable relief like an injunction is appropriate. For intellectual property, electronic property, chattel, and sometimes even real property, a plaintiff must show that damages cannot adequately compensate them and that they will suffer irreparable harm without an injunction.189eBay, 547 U.S. at 391 (intellectual property); Intel Corp. v. Hamidi, 71 P.3d 296, 303 (Cal. 2003) (electronic property); Wiggins v. City of Burton, 805 N.W.2d 517, 534–35 (Mich. Ct. App. 2011) (stating the general rule favoring damages for real property). And even after all of that, a court might decline to issue an injunction if it finds it inequitable to do so based on the interests both of parties to the lawsuit and of third parties.190See cases cited supra note 189; see also Blakeley v. Gorin, 313 N.E.2d 903, 912 (Mass. 1974). Thus, at a high level of generality, it comports with common-law remedial principles to presume that damages are a proper remedy when a restrictive covenant is violated.

In practice, however, most jurisdictions will enforce restrictive covenants by injunction.191E.g., 7 Fla. Jur. 2d Building, Zoning, and Land Controls § 102 (2024); 12A Carmody-Wait 2d Injunctions § 78:87 (2023); 43A C.J.S. Injunctions § 186 (2023). A covenant is a property interest and so, the thinking goes, an injunction to protect against its violation is presumptively appropriate.192See sources cited supra note 191. Injunctions are often available simply on a showing that a covenant was violated, without any necessary demonstration of harm by the complaining party.193See sources cited supra note 191; see also 15 Standard Pa. Prac. 2d Injunctions § 83:43 (2024). And indeed, an injunction in some circumstances might even require a property owner to tear down a structure that was erected contrary to the covenant.194Tanglewood Homes Ass’n v. Henke, 728 S.W.2d 39, 47–49 (Tex. App. 1987); Heath v. Uraga, 24 P.3d 413, 422–23 (Wash. Ct. App. 2001). For restrictive covenants specifically, many courts favor injunctions to enforce them precisely because it is challenging to quantify the harm from violating them.195See sources cited supra note 191. From a historical perspective, this practice follows from a unique turn of events in Anglo-American law that lowered the bar for what a restrictive covenant beneficiary would have to show to obtain equitable relief. Traditionally, covenants could be enforced against successors in interest only when the original covenanting parties were in horizontal privity; but eventually courts placed restrictive covenants under the umbrella of a new form of nonpossessory interest known as an equitable servitude, which more freely allowed for enforcement by injunction.196See generally Tulk v. Moxhay (1848) 41 Eng. Rep. 1143.

Yet in most jurisdictions courts still ultimately retain remedial discretion, and thus need not enforce a covenant through an injunction if doing so would be inequitable.197Hall v. Gregory A. Liebovich Living Trust, 731 N.W.2d 649, 652–53 (Wis. Ct. App. 2007). In Blakeley v. Gorin, a property owner planned to construct a large hotel and apartment building that would connect to the neighboring property at the rear via a large, elevated bridge.198Blakeley v. Gorin, 313 N.E.2d 903, 906 (Mass. 1974). But a covenant required property owners to leave a sixteen-feet-wide space behind their buildings at the rear of the property.199Id. at 906–07. The restrictive covenant was over a century old and originally served to preserve a cart path.200Id. Even though the court noted that cart paths are now mostly obsolete, it explained that the covenant still served the valuable purpose of preserving light and air for surrounding properties.201Id. at 911–12. Thus, the court held that the covenant should be enforced.202Id. at 912. However, the court chose damages instead of an injunction to do so.203Id. In its view, the harm to surrounding properties from reduced light and air was minimal compared to the benefit to the developer and the public from the more productive use of the land.204Id.

Likewise, sometimes courts specifically conclude that damages are an adequate legal remedy for the violation of a restrictive covenant. In Crossmann Communities, Inc. v. Dean, a builder violated a setback covenant by beginning to construct a house too close to the property boundary line.205Crossmann Cmtys., Inc. v. Dean, 767 N.E.2d 1035, 1038 (Ind. Ct. App. 2002). A neighboring property owner within the planned community sued to enjoin the construction.206Id. The Court of Appeals of Indiana held that although the covenant was enforceable, damages were an adequate remedy because “[a] restrictive covenant constitutes a compensable interest in land.”207Id. at 1042 (quoting Dible v. City of Lafayette, 713 N.E.2d 269, 273 (Ind. 1999)) (“Because the violation of the restrictive covenants constitutes a compensable interest and because Dean’s subjective concerns are directed to the possibility of a future injury, we find that Dean has an adequate remedy at law for monetary damages that can be corrected at the final judgment.”).

When it comes to single-family covenants, though, courts almost never elect damages instead of injunction.208See Golston v. Garigan, 265 S.E.2d 590, 592 (Ga. 1980); Cordogan v. Union Nat’l Bank, 380 N.E.2d 1194, 1198 (Ill. Ct. App. 1978); Bob Layne Contractor, Inc. v. Buennagel, 301 N.E.2d 671, 681 (Ind. Ct. App. 1973). But see Dible v. City of Lafayette, 713 N.E.2d 269, 273 (Ind. 1999) (explaining that a restrictive covenant is a compensable interest in land). Why? It is not necessarily because they walk through the standard equitable considerations and determine an injunction is necessary. Instead, courts typically note that for violations of such covenants, plaintiffs are not limited to damages they can prove.209See Golston, 265 S.E.2d at 592; Cordogan, 380 N.E.2d at 1198; Buennagel, 301 N.E.2d at 681. Essentially, the court simply states that an injunction is allowed in the face of a violation and goes on its way.210See cases cited supra note 209; see also Restatement (Third) of Prop.: Servitudes § 8.3 cmt. b (Am. L. Inst. 2000).

That approach would be misguided in many cases dealing with proposed or completed multi-family housing development. If restrictive covenants were treated like most other private legal rights, then a plaintiff would have to affirmatively show that an injunction is necessary to safeguard their interests and that such relief is equitable considering all parties affected by it.211See Reynolds v. Amerada Hess Corp., 778 So.2d 759, 765–66 (Miss. 2000); Saint John’s Church in the Wilderness v. Scott, 194 P.3d 475, 480–81 (Colo. App. 2008). In many cases, a property owner benefiting from a single-family restrictive covenant may have a very difficult time making such a showing. As described above in Section I, presumably from a homeowner’s perspective, the main reason to cherish a single-family covenant is that it preserves property values, both by suppressing nearby housing supply and by preserving “neighborhood character.” But, again, the evidence is tenuous that removing such a covenant significantly harms surrounding property values.212See supra Section I.B.2.

Regardless, if there is some measurable harm to property value by terminating the covenant, then damages could conceivably compensate for it because it would be financial loss.213Crossmann Cmtys., Inc. v. Dean, 767 N.E.2d 1035, 1042 (Ind. Ct. App. 2002) (explaining that because restrictive covenants are compensable interests in land, damages may serve as an adequate remedy for their violation). And if there is no measurable harm to property value, that likely means the harm is not so much financial as psychic. Assuming psychic harm provides the foundation for a cognizable legal interest, it is true that damages might not always perfectly compensate for it. From a psychological standpoint, people prefer in-kind redress over monetary redress, even when the loss they suffered is of a fungible asset.214Stern & Lewinsohn-Zamir, supra note 31, at 111, 206–07. Extrapolating to the context of psychic harm, it is reasonable to assume that if there is real psychic harm from terminating a covenant, damages might not completely compensate for it. That may be one of the reasons the Restatement (Third) of Property and many courts remark without much explanation that because harm from the violation of a restrictive covenant is hard to quantify, injunctive relief is appropriate.215Restatement (Third) of Prop.: Servitudes § 8.3 cmt. b (Am. L. Inst. 2000); see Golston v. Garigan, 265 S.E.2d 590, 591 (Ga. 1980); Cordogan v. Union Nat’l Bank, 380 N.E.2d 1194, 1198 (Ill. Ct. App. 1978).

Still, under standard remedial principles, a court may go on to evaluate whether injunctive relief—even if a better compensator than damages—is appropriate based on a “balance of equities”; that is, whether an injunction makes sense given the harm such relief might cause to both the defendant and the broader public.216See Blakeley v. Gorin, 313 N.E.2d 903, 912 (Mass. 1974); Crossmann Cmtys., 767 N.E.2d at 1041–42; Reynolds, 778 So.2d at 765–66; Saint John’s Church in the Wilderness, 194 P.3d at 480–81 (Colo. App. 2008). Often it does not make sense in light of those considerations. The benefit to the plaintiff homeowner would be avoiding some indeterminate amount of psychic harm. But the harm to the defendant and the public from an injunction (that is, strictly enforcing the covenant) might be more pronounced. The owner of the land limited by the covenant would suffer the financial consequences of only being able to operate a single-family home when multi-family use might be dramatically more profitable. And the public would suffer the consequences of one more instance of constrained housing supply.

The legal landscape thus points two ways here. On the one hand, courts are generally free to opt for damages instead of an injunction when presented with a violation of a covenant. On the other hand, courts in practice rarely do so, especially for single-family covenants. I next move on to the interrelated economic and psychological perspectives on the issue to explore why courts’ overprotectiveness of such covenants with injunctive relief is likely misguided.

ii.  Economic Considerations

From an economic perspective, damages are often the best remedy if available. That is because they allow for “efficient breach.”217Winokur, supra note 26, at 37. This concept is most prominent in contract theory, but it applies more broadly. To put it simply, damages place a number value on a legal right or duty. If a party wants to violate such a right or duty, damages set how much they must pay to do so.218See Huynh v. Vu, 111 4 Cal. Rptr. 3d 595, 607–08 (Cal. Ct. App. 2003); Bhole, Inc. v. Shore Invs., Inc., 67 A.3d 444, 453 n.39 (Del. 2013). And most commonly, damages aim to compensate the injured party for what it lost. So, if a violating party chooses to violate a right, and then pays damages to do so, theoretically that party has determined that its action is worth more to it than the money it had to pay. The end result is that the injured party is no worse off than before, and the violating party is better off—approaching a Pareto-efficient result.219In re Grace, No. 7-04-14547, 2008 WL 1766752, at *7 (Bankr. D.N.M. Apr. 14, 2008).

If instead a violating party does not have the opportunity to violate a right and pay damages—indeed, if it cannot permanently violate a right at all because it is prohibited by an injunction—then the law entrenches inefficiency.220See Ian Ayres & Kristin Madison, Threatening Inefficient Performance of Injunctions and Contracts, 148 U. Pa. L. Rev. 45, 47 (1999); Winokur, supra note 26, at 37. The violating party cannot pay to get something they value more than the money, even when allowing them to do so theoretically would not ultimately make anyone else worse off.

To make it plain for the context of this Article: in theory a single-family covenant has a specific quantifiable value to a beneficiary of it (such that the owner assumes it enhances their property value).221See, e.g., Crossmann Cmtys., Inc. v. Dean, 767 N.E.2d 1035, 1042 (Ind. Ct. App. 2002) (explaining that because restrictive covenants are compensable interests in land, damages may serve as an adequate remedy for their violation). And a prospective builder expects a certain financial gain from being able to construct a duplex, quadplex, or other multi-family housing development.222See Baca et al., supra note 96 (supporting that an owner can generate greater revenue from more units). If the value the builder expects to gain from the project is greater than the value of the single-family restriction to the neighbors, then an efficient framework would allow the developer to violate the covenant and pay the neighbors what the restriction on that particular property was worth to them. The developer still profits, and the neighbors are no worse off (and that is not to mention the added benefit to the public at large from the increased housing supply).223See generally Andrea Ventura, Carlo Cafiero & Marcello Montibeller, Pareto Efficiency, the Coase Theorem, and Externalities: A Critical View, 50 J. Econ. Issues 872 (2016) (discussing Pareto optimalization and Coasian bargaining).

As explained in Part I above, although such a result could theoretically be achieved through private bargaining, the logistical difficulties of doing so means that a “liability rule” might be necessary to reach an optimal result.224See supra Section I.B.2. Under Calabresi and Melamed’s famous and foundational remedial framework, the standard perspective is that a right should be protected by a property rule when transactions costs are low, and a liability rule when transactions costs are high.225Louis Kaplow & Steven Shavell, Property Rules Versus Liability Rules: An Economic Analysis, 109 Harv. L. Rev. 713, 718 (1996) (identifying, though questioning, the standard perspective that property rules should be used when transactions costs are high and liability rules when costs are low). The reason for this is that when transactions costs are low, such as when only two parties in close proximity are involved, then it is logistically simple for them to negotiate a buyout.226See generally id. (discussing the standard rationale behind the choice of property versus liability rules). But when transactions costs are high, such as when a builder must obtain permission from many parties, then a liability rule bypasses drawn-out negotiations and holdouts and jumps straight to compensation.227See generally id. (discussing the standard rationale behind the choice of property versus liability rules).

For single-family covenants, a liability rule is often more appropriate. This is so especially when the population of property owners with the right to say “no” to multi-family development is large and thus the risk is great of holdouts who will accept no reasonable price for a change.228See Winokur, supra note 26, at 26–27, 33 (“In addition to the association and possibly the developer, there may be hundreds of individual neighbors entitled to enforce the servitudes. Their sheer numbers may make negotiation for modified enforcement unworkable.”). Combined with the psychological phenomena leading neighbors to assume that such restrictions are worth more than they in fact are,229See supra notes 124, 127–28 and accompanying text. this means that a lawsuit with damages as the end result is often a necessary tool to reach an efficient arrangement that private bargaining cannot achieve.230See Winokur, supra note 26, at 26–27, 37.

What about an obvious and important economic objection—that any such limitation on the strength of single-family covenants might in the short run constrain housing supply? The idea is that there must be some profits-focused reason why subdivision developers include the single-family covenant in new CC&Rs.231See supra Section I.B.2. And so if such a provision is weaker, the developers might have a harder time selling off homes initially. By extension, they perhaps would have less incentive to develop land in the first place.

Two responses: first, although it is true that homes within HOAs tend to be more valuable than those not in HOAs,232Clarke & Freedman, supra note 60, at 2. the evidence does not indicate that reciprocal single-family covenants are necessarily the primary reason for that. It is more likely that the better services within an HOA compared to those of the surrounding locality is a major selling point, with the complete, broad network of restrictions playing a role alongside.233Id. at 1. Indeed, a single-family restriction on a given piece of property likely suppresses that property’s value.234See Glaeser & Gyourko, supra note 113, at 35. So even if it were a selling point that other surrounding houses are covenant-bound to remain single family, any value bump from that fact could be offset by the fact that the same restriction applies to the purchased property too. Put another way, any “demoralization costs” of limiting the enforcement of restrictive covenants may in part be offset by the “morale benefits” of loosening constraints on individuals’ free use of their properties.235Nestor M. Davidson, Property’s Morale, 110 Mich. L. Rev. 437, 442 (2011).

Second, the objection fails to distinguish between local market conditions at the time of initial sale of the home and the time of subsequent transfers of the property to new owners. Most likely, by the time an owner of a house restricted to single-family use determines that they want to develop additional housing, years have gone by since the covenant was initially placed.236The average homeownership tenure is around thirteen years, see Dana Anderson, The Typical U.S. Home Changes Hands Every 13.2 Years, Redfin (Mar. 2, 2022), https://www.redfin.com/news/2021-homeowner-tenure [https://perma.cc/4N4T-9FDR], and that does not account for any owners who owned the home after the covenant was placed and before the present owners took possession. When the initial developer of the subdivision first sold off the homes, it was able to capitalize on any value added immediately from the single-family restrictions (if there was any value added). So, the fact that legal remedies might make some room for market pressure towards multi-family housing down the road is unlikely to significantly affect the initial profitability for the developer from building out and selling off the subdivision of homes restricted to single-family use. The availability of damages down the road unlocks new housing and probably will not stifle initial subdivision development.

iii.  Psychological Phenomena at Play

One might argue, though, that the precise problem is that you cannot put a numerical value on a single-family restriction from the point of view of the neighbors.237See Restatement (Third) of Prop.: Servitudes § 8.3 cmt. b (Am. Law Inst. 2000). This very Article even suggests that psychological attachment, more than quantifiable financial interest, explains the perseverance of such covenants.238See supra Section I.B.3. But even if it is difficult to put a number on what it means to lose the benefit of a restrictive covenant, psychological phenomena suggest that enforcing a covenant, but ordering damages, is perhaps the best way to pursue the public interest in a way that does minimal harm to landowner expectations.

First, I will address some psychological research that might seem to point away from a monetary remedial scheme. Research shows that people prefer in-kind redress over monetary relief.239Stern & Lewinsohn-Zamir, supra note 31, at 111, 206–07. When they lose something, they are likely to be more satisfied if it is replaced with something similar—even if the thing lost is fungible.240Id. Relatedly, Stern and Lewinsohn-Zamir argue in favor of property rules and injunctive relief because in their view this principle means that courts systematically undercompensate injured parties.241Id. at 193, 201. If that is so, then perhaps one might assume that a property rule enforced by an injunction makes the most sense; if money in exchange for the loss of a right does not seem to make the injured party feel whole, then monetary relief is inadequate and an alternative remedy like an injunction is necessary.

Relatedly, the Mere Ownership Effect may partially explain the existence of property rules in general. If a liability rule assumes that basic infringements on property rights can be rectified through pay, property rules assume that sometimes they cannot.242Calabresi & Melamed, supra note 186, at 1092. A property rule promises that the legal system will protect a property interest even if infringement of that interest does not manifest as quantifiable financial harm (hence the classic standard for injunctive relief, which requires the plaintiff to show that they will suffer irreparable harm without an injunction and that legal remedies like damages do not adequately safeguard their interests).243See, e.g., RMH Tech, LLC v. PMC Indus., Inc., 352 F. Supp. 3d 164, 198 (D. Conn. 2018). Property rules assume real harm even absent affirmative proof of it.244See Henry Smith, Property and Property Rules, 79 N.Y.U. L. Rev. 1719, 1760 (2004) (explaining that property rules place with the owner of an entitlement the power to determine the value of the entitlement).

To put it in terms of the Mere Ownership Effect: if something becomes “mine,” then for that reason alone it is more valuable to me.245Supra notes 117–22 and accompanying text. Therefore, an act that I see as an afront to the thing being “mine” hurts me, even if it causes no measurable damage to the object and even if it does not prevent me from using my property. If my right to exclusive possession is not respected, then I have lost something.2467 Fla. Jur. 2d Building, Zoning, and Land Controls § 102 (2024) (“Since the value of a restrictive covenant is often difficult to quantify and may be impossible to replace, injunctive relief is normally available to redress violations of restrictive covenants affecting real property, without proof of irreparable injury or a showing that a judgment for damages would be inadequate. It is the theory of the law that every piece of land has a peculiar value, infringement of which is not readily remedied by an assessment of damages of law.”). At the end of the day, then, monetary compensation would fall short because the core of the harm is difficult or impossible to quantify.247Id. And so, if we care about that non-quantifiable harm, the best way to guard against it would be a property rule expressed through injunctive relief.248See Smith, supra note 244, at 1758–60.

That argument is compelling, but it suffers from a few shortcomings when applied to the issue at hand. First, it would mean mostly surrendering to gridlock. If we assume that because owners of restrictive covenants would rather have the covenants than money, we therefore must accommodate that preference; then life will go on as it has. In the numerous and increasing swaths of land across our country where single-family homes under covenant dominate, but housing demand is high, we will simply persist indefinitely in the housing shortage. Psychological realities may be quite important, but do not alone carry all the normative weight. Property owners might report that they prefer something over something else, but whether the law should cater to the preference is another matter entirely. Stern and Lewinsohn-Zamir, despite their favoring of in-kind remedies and property rules, note that just because people might prefer one kind of remedy does not mean the law necessarily should accommodate their desire.249Stern & Lewinsohn-Zamir, supra note 31, at 201–02.

Indeed, while we can generate crucial insights by understanding psychological phenomena undergirding people’s relationship to their possessions, we likely cannot satisfy short-term preferences of all property owners and correct the legal and market mechanisms that have brought about housing gridlock at the same time. Again, recall the Mere Ownership Effect.250Supra notes 117–22 and accompanying text. Because people value their possessions above market rate by the simple fact that they possess them, a feature of human psychology makes efficient transfer of goods less likely.251Stern & Lewinsohn-Zamir, supra note 31, at 11, 196–97; Winokur, supra note 26, at 34–37. The Mere Ownership Effect thus entrenches a status-quo bias into people’s relationship to property. And property rules simply bolster that status quo, regardless of whether it is economically efficient or socially beneficial to do so.252Stern & Lewinsohn-Zamir, supra note 31, at 11, 196–97; Winokur, supra note 26, at 34–37.

Next, even from a psychological standpoint, we must take the preference for in-kind redress itself with several grains of salt. This Article explained above how the fear of neighborhood change has such deep psychological roots.253See supra Section I.B.3. But there is another element at play here. It is the fact that people are bad estimators of their future flourishing.254See Stern & Lewinsohn-Zamir, supra note 31, at 61. Take for example, one of the most serious forms of compulsory lifestyle change: relocation. If people develop a fear and aversion to changes in their familiar surroundings like their neighborhood, then even more so they assume they will suffer deep psychic harm from being forced to move somewhere else entirely. But the psychological reality is that that is generally not the case. In fact, there is almost no evidence at all that people who must relocate to another home suffer any lasting psychological harm from that event.255Id. at 59. There are some narrow exceptions, such as people living in poverty for whom relocation often means eviction and homelessness.256Id. at 59, 67. But for most people, even though the prospect of change may hurt, they readjust quickly.

That is not to say the initial discomfort does not matter. But when the choice is between an injunction that freezes a housing shortage under force of law and damages that both attempt redress and free up new housing, we have some important questions to ask: If any discomfort from the addition of new housing may wane into the immeasurable given enough time, then why operate under legal rules that, in effect, indefinitely prevent such change? And if psychological research shows that a person would not pay over market value to get a restriction in the first place, then why should we effectively “pay” them far above market value (expressed through unending specific performance)257Cf. Autozone Stores, Inc. v. Ne. Plaza Venture, LLC., 934 So. 2d 670, 675 (Fla. Dist. Ct. App. 2006) (“We acknowledge the view that any harm—including the harm caused by the violation of a restrictive covenant relating to the use of real property—can be assigned a monetary value. But the law of Florida has not embraced that view.”). when they stand to lose that restriction?

Furthermore, not only do people adjust to new circumstances despite their initial discomfort, they also can be nudged to see their own possessions and entitlements through a different lens. Specifically, the degree of psychic harm a person experiences by losing a legal entitlement can be influenced by how that entitlement was previously framed and presented to them. One study measured this effect among a group of first-year law students.258Jonathan R. Nash, Packaging Property: The Effect of Paradigmatic Framing of Property Rights, 83 Tul. L. Rev. 691, 693–94 (2009). Students were divided into two groups and all were given a laptop. The students in one group were told they owned the laptop, which, they were informed, included the right to use, exclude others, and transfer.259Id. at 712–15. The other group was told that they owned all those same sticks in their bundle of property rights but not specifically that they owned the laptop itself.260Id. Both groups were then informed that the school was placing certain restrictions on the laptops’ use. Between the two groups, the students who were told they owned the laptop were more likely to report that they “lost” something because of the restrictions compared to the students who were merely told they had a collection of specific rights regarding the laptop.261Id. at 721–22. Researchers later concluded that forewarning property owners of potential restrictions on their free use of property leads those owners to feel less like their rights had been violated when restrictions were later presented.262Jonathan Remy Nash & Stephanie M. Stern, Property Frames, 87 Wash. U. L. Rev. 449, 470 (2010).

So, if owners of a possession or entitlement are informed about the qualified nature of their right, they are less likely to feel a sense of loss when restrictions manifest later. For single-family covenants, this means that people’s expectations about what entitlements a restrictive covenant gives them potentially can be adjusted. If, in practice, they begin to see that violation of such a covenant entitles them to some form of financial compensation, then over time they may adjust to see their interest in the covenant as a financial one—and not an amorphous, yet deeply cherished, interest that entitles them to block neighborhood change.

On the other side of the coin, that same principle demonstrates why the damages approach has some psychological advantages to other methods of breaking housing gridlock, especially those involving sweeping mandates or broad invalidation of such single-family covenants. A damages regime enables people to relearn the nature of their interests. A wide-reaching statute that terminates or voids all single-family covenants in one shot gives people no time to adjust their expectations about their own entitlements before those entitlements are taken away. But if the covenants stay in place and are simply enforced differently when violations arise, then people perhaps have room to adjust their expectations without feeling like they have been entirely deprived of their rights. Admittedly, property owners might still experience some degree of surprise, such as when the legislative body first enacts an approach like the one this Article urges. Furthermore, the first property owners in a given geographic area to find themselves neighbors to a covenant violation under the new remedies approach would not have had sufficient time or previous examples based on which to adjust their expectations. But for subsequent neighbors, the blindsiding effect could be reduced.

But if damages are the answer, how will they be calculated? It is an important question because, as Stern and Lewinsohn-Zamir point out, the “coercion premium” means that property owners are unlikely to receive compensation that makes them whole, at least in the takings context.263Stern & Lewinsohn-Zamir, supra note 31, at 111, 201. First, property owners, so the thinking goes, refuse to sell in a voluntary market transaction because they value their property above market value.264See Clare Trapasso, Why Aren’t Would-Be Sellers Listing Their Homes? There’s One Big Reason They’re Stalling, Realtor.com (May 4, 2023), https://www.realtor.com/news/trends/why-potential-sellers-arent-listing-their-homes [https://perma.cc/TKC5-PAUB] (“About a fifth of homeowners in February [2023] reported they were concerned about slowing buyer demand in their area and that sellers aren’t receiving good offers.”). Second, and relatedly, when the government resorts to a taking, the property owner suffers an additional psychic harm through the coercive practice.265Stern & Lewinsohn-Zamir, supra note 31, at 111. So, if just compensation is determined by a court’s estimation of fair market value, that compensation will systematically undercut what the property owner feels they lost.266Id. If all of that is true in the takings context, presumably it could hold true in the damages context too. In both cases, the property owner is given money in the face of their refusal to relinquish a property right.267Indeed, it is possible that certain changes in property law and entitlements at the hands of a court could constitute a taking. See James E. Krier, Judicial Takings: Musings on Stop the Beach, 3 Brigham-Kanner Prop. Rts. Conf. J. 217, 221 (2014) (“Judicial takings are solely concerned with court decisions that reallocate existing property rights by changing established property doctrine.”).

Still, the fact that someone subjectively would feel immense loss from having a property right transformed to a liability right does not by itself mean that their preference should determine proper compensation. If it did, then we could hardly hope to escape the holdout problem. A property owner who deeply cherishes the restrictive covenant could be entitled to such a substantial damages award for the loss of the covenant that developers would seldom find it profitable to build and risk the lawsuit. If all that mattered were property owner expectations, that might be fine. But if the public interest factors into the balance of the equities, we need another approach.

iv.  Four Features of the Damages Action

To address this problem, I propose a compensation method with four key features.268In the United Kingdom, a common method is to estimate the amount the parties would have reasonably negotiated for. Amec Devs. Ltd. v. Jury’s Hotel Mgmt. (UK) Ltd. [2000] EWHC (Ch) 454 [12] (Eng.). In my view, this method risks overinflating damages awards, in light of the premium owners tend to demand for goods because of the Mere Ownership Effect. In the U.S., the common method is to estimate the degree the value of the plaintiff property owner’s property decreased from the violation. See, e.g., Garrett v. City of Topeka, 916 P.2d 21, 36 (Kan. 1996) (applying the principle in the context of an inverse condemnation action). This method, in my view, may fail to consider the psychic harms to the plaintiff rooted in the principle of loss avoidance and the Mere Ownership Effect. The first is that the property owner ought to be allowed to have a jury decide compensation if they so choose. Some jurisdictions already allow for this, even if they are not required to as a matter of constitutional law.269The Seventh Amendment does not generally guarantee the right to a jury trial in civil cases in state courts. Great Lakes Gas Transmission Ltd. P’ship v. Markel, 573 N.W.2d 61, 63–64 (Mich. Ct. App. 1997). However, states often allow the right to trial by jury for cases alleging a violation of a restrictive covenant when the plaintiff seeks damages. Ingledue v. Dyer, 937 P.2d 925, 930–31 (Haw. Ct. App. 1997) (noting that Hawai’i gives this right when damages are involved); Glover v. Santangelo, 690 P.2d 1083, 1085 n.3 (Or. Ct. App. 1984). A jury trial could in theory soften the effect of the coercion premium. Each member of the jury is someone who could own property or reside in a home that is part of a neighborhood with covenants.270McCandless v. Pease, 465 P.3d 1104, 1120 (Idaho 2020) (“The American tradition of trial by jury, considered in connection with either criminal or civil proceedings, necessarily contemplates an impartial jury drawn from a cross-section of the community.” (quoting Thiel v. S. Pac. Co., 328 U.S. 217, 220 (1946)). Because each of them could find themselves in the same situation, they could sympathize with the property owner’s subjective plight. Conversely, the jury could be a useful tool to moderate the intensity of the property owner’s preferences. Although the jury could have sympathy for the property owner, the fact that the jury is drawn from a “cross-section” of the community271Id. means that it is less likely to be swayed by a property owner with an unusual attachment to the single-family covenant.272Of course, attorneys could seek to form a more favorable jury for their client through voir dire, but such efforts take place in an adversarial setting and are thus open to both sides. And it would not be unique to this issue alone.

The second and related feature of my compensation regime is that the property owner ought to be allowed to present evidence explaining why and to what degree they value their right to prevent the building of the structure at issue above market. In takings cases, most often the measure of just compensation is the market value of what was taken (that is, for the purposes of the issue at hand, the right to enforce the covenant in that particular instance), or the difference in fair market value between the plaintiff’s entire property before and after the taking.273See, e.g., U.S. v. 50 Acres of Land, 469 U.S. 24, 25–26 (1984); Twp. of Chester v. Commonwealth, 433 A.2d 1353, 1354–55 (Pa. 1981). But of course in tort actions and elsewhere across the common law, other factors (such as pain and suffering and other psychic harms) can enter the equation to determine what would make an injured party whole.274Kahrar v. Borough of Wallington, 791 A.2d 197, 204–05 (N.J. 2002); Miranda v. Said, 836 N.W.2d 8, 22–23 (Iowa 2013) (emotional distress damages from legal malpractice); Gates v. Richardson, 719 P.2d 193, 200 (Wyo. 1986); Howard v. Lecher, 366 N.E.2d 64, 65 (N.Y. 1977) (citing Johnson v. State, 334 N.E.2d 590, 593 (N.Y. 1975)) (physical harm not a necessary prerequisite).

The third feature of my compensation regime is that the damages should be based on the harm from the construction of the precise structure or development the covenant-violating landowner builds, not from an extinguishing of the right to enforce the covenant against any other property bound by it.275Courts dealing with property harms generally attempt to award damages that would make the plaintiff whole. See Ruiz v. Varan, 797 P.2d 267, 270 (N.M. 1990). There are multiple routes to reach that goal, such as measuring damages by the diminution in property value or by the cost to restore the property to its former state. Id.; Thompson v. King Feed & Nutrition Serv., Inc., 105 P.3d 378, 381 (Wash. 2005); Romine v. Gagle, 782 N.E.2d 369, 383 (Ind. Ct. App. 2003). In other words, someone who wants to construct a medium or large apartment building may have to pay more in damages than a homeowner who wants to add an accessory dwelling unit behind their house, or convert their house into a duplex. If the central harm from the non-enforcement of a single-family covenant is more rooted in the change that could result from the specific covenant violation, as opposed to the weakening the covenant in the abstract, then it makes sense for the damages due to reflect that.276This feature of the compensation system could help limit dramatic covenant violations. It is unlikely to result in the construction of massive apartment buildings in otherwise sparsely populated regions because, in such circumstances, the neighboring property owners would likely suffer greater psychic harm. (Moreover, from a financial standpoint, a builder would likely only find it profitable to build a larger structure in regions where demand for such housing would be substantial. Ten-story buildings in rural areas are unlikely.).

The fourth and final feature of the compensation regime is statutory ranges or caps on damages, if not inconsistent with state law where the regime would be implemented. Specifically, the legislative body should prescribe either a range or a maximum damages award per property owner that considers the nature of the new structure, the nature of the surrounding structures, and the distance from the new structure to the property of the aggrieved owner. In other words, the legislative body could, for example, provide a range of permissible damages awards for duplexes built in single-family neighborhoods, which would be slightly lower in value than the range of permissible awards for quadplexes in the same neighborhood, which would be lower than that for ten- to twenty-unit apartment buildings in the same neighborhood, and so on.277The general guiding principle would be that the greater a deviation from the neighborhood state the covenant would have preserved, the greater the damages could be. Prescribing a range instead of specific values enables courts or juries to consider various other factors that might make the new structure more or less harmful to the aggrieved property owner in a given case. And prescribing a range instead of allowing any damage award whatsoever accomplishes at least two things: (1) it gives builders some amount of predictability and thus confidence about whether it will likely be financially feasible for them to move forward and build the non-conforming structure;278Cf. Alan E. Garfield, Calibrating Copyright Statutory Damages to Promote Speech, 38 Fla. State U. L. Rev. 1, 6–7 (discussing the relative unpredictability created by damages measures that allow for more discretion by the court). and (2) it guards against the risk that some juries might offer astronomical awards even for minor departures from single-family use restrictions—disproportionately burdening builders of smaller structures who likely have less capital on hand. Many states have addressed whether statutory caps on noneconomic compensatory damages are constitutional as a matter of their state’s law.279MacDonald v. City Hosp., Inc., 715 S.E.2d 405, 421–22 (W. Va. 2011). In most states such limitations would likely be constitutional,280See id.; see also McClay v. Airport Mgmt. Servs., LLC, 596 S.W.3d 686, 688 (Tenn. 2020); Evans v. State, 56 P.3d 1046, 1050–57 (Alaska 2002); Judd v. Drezga, 103 P.3d 135, 139–45 (Utah 2002); Etheridge v. Med. Ctr. Hosp., 376 S.E.2d 525, 529 (Va. 1989). but in the minority of states where they would not be, this compensation regime would have to operate without express limits on the compensatory damages that a plaintiff property owner could obtain.281In such circumstances, I would still consider the damages regime beneficial, though it would lack some of the predictability advantages described immediately above.

It would be difficult here to declare the specific dollar value ranges appropriate for all possible cases. A legislative body could benefit from thorough input on that matter from builders and property owners. But, importantly, whatever ranges the legislative body chooses must not allow for such significant damages awards that builders would rarely bother moving forward with relatively noninvasive multi-family projects for which there is market demand. To make it just a bit more concrete: in regions where demand for more housing is high but not astronomical, damages awards in the range of several hundred dollars for the nearest neighboring properties may be appropriate for converting one home to a small handful. The value could scale up for larger construction projects and scale down for neighbors located farther from the project. Perhaps three-digit damages would strike many people as surprisingly low (not to mention the two-digit damages potentially in play for more distant neighbors). But the key here is that the damages award would, again, be provided in response to one covenant violation, not for termination of the covenant all together. The same or a similar amount in damages could be in play the next time around if another neighbor plans to develop housing in violation of the covenant too. And from the builder’s perspective, it is possible that they will have to pay every other property owner within the HOA in some form, either through damages or as part of the initial lump-sum payment. Thus, if individual neighbors are entitled to too high of a value in compensation, rarely would builders go through any of this process at all (except in cases of extremely high potential profit from the project).

These four features of the process of calculating damages should go far towards ensuring that property owners’ psychic harm is taken seriously, but not given so much weight that gridlock can persist as it has. And, as the next Section explains in more detail, from a psychological standpoint, it gives property owners a voice in the process—a crucial component to minimizing psychic harm throughout the procedural stages themselves.282Stern & Lewinsohn-Zamir, supra note 31, at 92, 96.

One thorny issue still remains: the proper timing for such a damages action. Many HOA CC&Rs specify time limits on how long construction projects may take; these are often one-year limitations.283See, e.g., Conditions, Restrictions, Easements and Set Back Lines, Westhaven, Polk Cnty., Or. ¶ 10 (Sept. 15, 1986) (on file with author). And HOAs may levy reasonable fines for failure to comply with such a deadline.284Restatement (Third) of Prop.: Servitudes § 6.5 (Am. L. Inst. 2000) (Statutory Note); Morningside Crescent Ct. Condo. Ass’n v. Nayak, No. 2-15-1126, 2016 Ill App. Unpub. LEXIS 1908 at **12 (explaining that a fine must be reasonable). That being so, an action for damages could ripen whenever covenant terms have been violated.285Generally, for a plaintiff to have standing to sue, they must have suffered an injury recognized by law or show that such an injury is imminent. Leiendecker v. Asian Women United of Minn., 731 N.W.2d 836, 841 (Minn. Ct. App. 2007) (citing State v. Colsch, 284 N.W.2d 839, 841 (Minn. 1979)); Knittle v. Progressive Cas. Ins. Co., 908 P.2d 724, 725–26 (Nev. 1996). The timing of the action discussed in this Article is meant to comply with that general requirement for both legal and practical reasons (i.e., so that damages will be easier to determine). For an express single-family covenant, that means the plaintiff can sue once a multi-family structure is built out to a habitable standard (that is, when the defendant no longer uses the property as a single-family residence as the covenant requires).286Note that this approach to timing may differ from when a plaintiff could (and, indeed, must) sue to enjoin a covenant violation. See, e.g., Hidalgo v. 4-34-68, Inc., 988 N.Y.S.2d 64, 66–67 (N.Y. App. Div. 2014). For other restrictions that have the effect of only allowing for one single-family unit, such as minimum-square-footage requirements, an action could ripen as soon as the new construction has caused a violation. The HOA’s time limits on construction can serve as separate restrictions for which fines could accrue to the HOA daily after the deadline passes. This acts as an incentive for builders not to unduly delay and thus force aggrieved neighbors to delay their compensation. Yet, it is possible that HOAs could limit construction times so stringently that few multi-family projects could go forward.287Some have six-month limitations, Declaration of Restrictions on Mountain Fir Estates, Independence, Polk Cnty., Or. 4 (Aug. 5, 1999) (on file with author), and some could be even quicker. To dodge this counterpunch, localities or states may need additional legislative provisions directly targeted at allowing reasonable construction times.

3.  Why an Opt-In Mechanism?

There is, however, one more psychological observation that bears on the question of the proper mechanism for escaping a single-family covenant, for which a damages approach alone might not meaningfully account. It is the fact that even property owners who lose an entitlement tend to feel that they have not lost as much if they (1) were given voice in the process,288Stern & Lewinsohn-Zamir, supra note 31, at 96. and (2) were not singled out for negative treatment.289Id. at 98. To account for the coercion harm and singling-out harm, I suggest a new legal mechanism that would chronologically precede the damages schema described above.

Psychologists have conducted specific research on the psychological effects of takings, and of procedural legal processes more generally. They have found that people often care as much about being treated with dignity and respect during legal processes as they care about the end result.290Id. at 96. Likewise, people are averse to legal processes that single them out for unfavorable treatment, even if it is in the name of the public interest.291Id. at 98. That means that people are likely to suffer psychic harm if they are coerced into a situation in which they are disadvantaged for the sake of some public good but others against whom they compare themselves are not.292Id.

Property owners who expect to be able to limit fellow HOA members to single-family use, but then can only collect market price for the right instead, might feel that their particular interests were steamrolled on behalf of some public good. That does not mean the damages approach is inappropriate, but it does beg the question of whether that particular form of psychic harm could be minimized along the way.

My proposal is one that gives landowners voice, but not veto. The legal mechanism is created by statute and triggered when an owner of a property within an HOA seeks to build in violation of a single-family covenant, and that area is not subject to single-family zoning. The builder can initiate a decision by each member of the HOA. It offers a single lump-sum value in exchange for the right to violate the covenant. Each member decides whether to opt in to receive a portion of the sum. The sum is divided among all HOA members who opt in, and in exchange, those members and the HOA itself relinquish the right to challenge the building. For those that do not opt in, the damages approach will apply.293See supra Section II.B.1. If they object to the construction, they can roll the dice and collect damages in court.

This legal mechanism draws inspiration from land assembly districts (“LADs”), though it has some key differences. LADs seek to break another form of property gridlock.294Heller, supra note 39, at 118–21. Sometimes a large development that would span several individual land parcels would generate more economic value or public benefit than the sum of all the individual parcels under their current use.295Id. But because each individual parcel owner can refuse to sell, a single holdout can sink a socially beneficial development. LADs tackle this problem.296Id. When a state or locality authorizes an LAD, it gives the neighborhood the power negotiate a sale of all the land within it—either by majority or supermajority vote, or by the appointment of a board to negotiate the sale.297See Michael Heller & Rick Hills, Land Assembly Districts, 121 Harv. L. Rev. 1465, 1488–92 (2008). The dissenting property owners can opt out, but then they would still lose their land to the project by eminent domain (and in exchange, receive just compensation from the government).298See id. All other properties effectively receive a pro rata share of the overall sale price.299Heller, supra note 39, at 120.

My proposal is similar to the LAD mechanism in two important ways. One, it allows for a lower-transactions-costs method of negotiating a selling price than bargaining with each individual entitlement holder. Two, it provides an incentive against holdouts,300Because the lump sum would be divided between only those who opt in to receive it, in a sense the sum itself could act as a form of “commons,” encouraging individual owners to take a slice in fear of missing out on their share. See supra notes 32–34 and accompanying text. But, of course, the more owners who do so, the less each one will receive. and ultimately can move forward whether there are individual holdouts or not. My proposal differs from the LAD mechanism because whereas with a LAD the owners have the ultimate say by majority vote over whether the land collection is sold at all,301See Heller & Hills, supra note 297, at 1488–92. in my proposal for restrictive covenants the development may move forward either way.302I do not see this diversion from the standard LAD procedure to be an absolutely essential component of the compensation regime. I favor it because I suspect that the psychological phenomena leading people to resist change and cherish their restrictive covenant rights are sufficiently strong to (often) prevent a majority of HOA members from acquiescing to the new development. But it is possible that, especially in larger HOAs, many members, particularly the ones located farther away from the development, would be content to collect their portion of a lump sum and leave the resistance to a minority of homeowners who are closer to the development. But the property owners can choose whether they prefer compensation through the slice of the developer’s up-front offer or whether they would rather leave their compensation to litigation and jury determination within the predefined damages range.

A psychological benefit of this approach is that it gives the property owners a sense of ownership over whatever result they reach. Those who opt in to the developer’s offer choose to do so and thus escape any acute harm from direct coercion. But even those who do not opt in could to an extent feel that their interests mattered. True, they were not able to stop the development simply by speaking up. But when they ultimately are only entitled to damages in court, that result is one they had some choice in bringing about; they are in the same boat as all other HOA members in that respect.

Of course, this procedural mechanism will interplay with the damages backdrop. If the builder has reason to believe that juries would give more favorable awards to neighboring property owners and strongly compensate for any unquantifiable psychic harm (that is, select higher values within the predefined damages ranges), then the builder might want to avoid such damages actions. They therefore would have an incentive to offer more in the initial lump sum to try to persuade owners to opt in and thus relinquish their rights to a later suit. Conversely, if the builder offers too much in the lump sum, but the neighborhood contains many holdouts, then the builder might end up substantially paying in the lump sum and still face the prospect of numerous damages suits, after which it would pay out again and again. And from the neighboring property owners’ perspectives, the lower the value a jury is likely to award within the damages range, the more likely the neighbors will be encouraged to accept a lump sum monetary offer by the builder up front. But the crucial point is that the two-stage solution, while guaranteeing that a builder can develop multi-family housing if it is determined to do so, also provides neighboring landowners both a degree of ownership over how their interests are credited and a mechanism for targeted compensation. This approach avoids holdouts and loosens housing gridlock in a way that takes property interests and people’s psychological attachments to them seriously.303If enough property owners within an HOA followed the procedures I have laid out to create more housing, might the community reach a critical mass, so to speak, by which the covenants could be considered unenforceable under the common law because of changed conditions, or even abandonment? See supra Section II.A.3. A court probably would not conclude so. Through the process I have laid out, each property owner with a right to enforce the covenant either can do so through the damages action, or they will assert their legal right of enforcement by expressly opting into the lump sum instead. Neighbors thus would not have sat back passively while covenants were violated. In my view, that fact would count against a finding of abandonment, acquiescence, or anything similar. As for changed conditions: the framework I have presented is meant to facilitate a change in conditions. If at a certain point, the framework is “shut off” because the covenants simply are deemed unenforceable for changed conditions, then that would in part undermine the balance I have tried to strike. At the very least, it would mean that neighbors would probably be entitled to more damages for every violation, because each violation would be chipping away at the enforceability of the covenant against anyone in the community. Rather than elevate damages accordingly, I think it makes more sense to simply ignore the changed circumstances doctrine wherever my schema is in place.

Of course, when a jury or relevant decision maker pinpoints the appropriate damages award within the statutory range in a given instance, it could take into account the changed circumstances of the neighborhood to determine how much the suing neighbor is harmed by the one additional covenant violation at hand (the first property in a single family neighborhood converted to a six-unit building is more striking of a change than the hundredth such domino to fall).

CONCLUSION

The housing crisis is complex. It is partly a legal and financial problem and, as this Article especially emphasizes, partly a psychological one. Even if homeowners have the economic incentive to build or allow for multi-family housing, and even if localities and states lift the “zoning straitjacket,”304See Robert C. Ellickson, The Zoning Straitjacket: The Freezing of American Neighborhoods of Single-Family Houses, 96 Ind. L.J. 395, 397 (2021). housing supply still could lag. Private restrictive covenants enshrining single-family housing curb housing production in many localities, potentially distressing millions of Americans and disproportionately harming those living in poverty. Psychological phenomena concerning how people develop attachments and perceive change conspire with powerful legal tools to hold these restrictions in place. The solution to this gridlock thus must account for those conspiring factors. This Article charts a possible course: an initial lump-sum offer from a builder with an opt-in mechanism for each HOA member, followed by a carefully prescribed damages action available to all remaining members. If we care deeply about both property owner expectations and providing an adequate supply of housing, this approach shows a way forward.

97 S. Cal. L. Rev. 1233

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* Assistant Professor of Law, Duquesne University Kline School of Law. I would like to thank Molly Brady, Charles Barzun, John Infranca, Peter Danchin, Michele Gilman, Will Moon, Anne-Marie Carstens, Aadhithi Padmanabhan, Alexi Pfeffer-Gillette, Chris Bryant, Matthew Sipe and Chelsea Banister for insightful comments. Thanks also to all the participants in the Maryland Law/Baltimore Law Junior Faculty Workshop for helpful feedback on an earlier draft. And thanks to the participants in the Richmond Junior Faculty Forum for helpful comments as well. I am grateful to Marc LeVan for valuable research assistance and to Tanya Thomas for research assistance at the earliest stages. Finally, thanks to the exceptional editors of the Southern California Law Review. Errors are mine.

Red, White, and Blue—And Also Green: How Energy Policy Can Protect Both National Security and the Environment

Too often, energy policy protects the environment while neglecting national security, or vice versa. Since each goal is critical, this Article shows how to advance both at the same time.

For national security, the key is to avoid depending on the wrong suppliers. If they are vulnerable to attack (like some Middle Eastern producers), they need to be defended. Or, if they are themselves geopolitical threats (like Russia and Iran), their energy exports fund harmful conduct. This Article breaks new ground in showing why suppliers tend to be insecure or menacing: authoritarian regimes—which are more likely to pose these risks—have a comparative advantage in producing oil and gas, since they are less responsive to opposition from environmentalists, local residents, and other groups.

To avoid depending on the wrong suppliers, the U.S. and its allies should pursue two strategies. First, they should cut demand for fossil fuel. Along with making it easier to stop buying from the wrong suppliers, slashing demand also reduces greenhouse gas emissions and pollution. Yet although these are significant national security and environmental advantages, there is an offsetting national security risk: like fossil fuel, the main alternative—clean energy—also can foster dependence on insecure or potentially hostile suppliers (like Congo and China). In response, the U.S. and its allies should ramp up domestic production of clean energy technology, while also encouraging households and businesses to use it.

Second, since the transition to clean energy will take time, the U.S. and its allies also need to tap new sources of fossil fuel in countries that are secure and friendly. Yet since new fossil fuel development raises familiar environmental concerns, this Article proposes three ways to do it while still reducing emissions and pollution. First, these new sources should be as “clean” as possible (for example, natural gas instead of coal). Second, in adding new capacity, the goal should be to replace other fossil fuel sources, not to add to them (for example,  so more production in the U.S. means less production in Russia). Third, new sources should be flexible, so they can ramp up and scale back as needed. Fortunately, these shifts are relatively easy for U.S. shale producers—indeed, more so than for others—and can be encouraged with the right regulatory approach.

While government intervention is needed to pursue these goals, policymakers should strive to harness the private sector’s capacity to innovate, cut costs, and enhance quality. A moratorium on new fossil fuel development is counterproductive, entrenching a status quo that depends too much on coal, as well as on insecure and hostile energy suppliers. Instead, the best approach is to “price” the relevant national security and environmental costs with Pigouvian taxes, motivating businesses and consumers to mitigate these costs and letting them choose how to do it. Yet if Pigouvian taxes are not politically feasible, this Article recommends a heuristic called “the marginal efficiency cost of energy”: policymakers should account for all the social costs of each source—private costs, national security costs, and environmental costs—and strive to replace high-cost sources with low-cost sources. This framework should guide all aspects of energy policy—from permits and regulations to rate-setting, mandates, moratoriums, subsidies, and government leases—so policymakers stay focused on both environmental and national security goals.

 

In December 2021, the Biden Administration blocked the construction of a natural gas pipeline from the Eastern Mediterranean to Europe. “Why would we build a fossil fuel pipeline,” the Administration’s senior energy advisor asked, “when our entire policy is to support new technology . . . and new investments in going green and in going clean?”1Lahav Harkov, US Informs Israel It No Longer Supports EastMed Pipeline to Europe, Jerusalem Post (Jan. 18, 2022, 16:12 PM), https://www.jpost.com/international/article-693866 [https://perma.cc/P64H-P9UC] (quoting Amos Hochstein, the State Department Senior Advisor for Energy Security). Hochstein offered these thoughts before returning to the government, when he was interviewed for a documentary aired on Turkish state media. Turkey opposes the EastMed pipeline and has been lobbying for Israeli gas to be routed through Turkey instead of Greece. Id.

The answer to this rhetorical question should have been clear. In a word, it was “Russia.” Just three months later, Russia would invade Ukraine, and troops were already amassing on the border. To fund this military build-up, the Russian government depended heavily on energy exports, which accounted for a whopping 45% of its revenue.2Energy Fact Sheet: Why Does Russian Oil and Gas Matter?, Int’l Energy Ass’n (Mar. 21, 2022) [hereinafter Energy Fact Sheet], https://www.iea.org/articles/energy-fact-sheet-why-does-russian-oil-and-gas-matter [https://perma.cc/H9EX-PGV4] (“Russia relies heavily on revenues from oil and natural gas, which in 2021 made up 45% of Russia’s federal budget.”). Since Russia’s main market was Europe, one way to weaken Russia was to wean Europe off its energy. A new pipeline from the Eastern Mediterranean would help (although it would take years to complete). Even so, the Biden Administration nixed this pipeline,3See Harkov, supra note 1. Months later, Egypt and Israel signed a memorandum of understanding with the European Union to supply natural gas to Europe. Since no pipeline is in place, the assumption is that they will rely on Liquefied Natural Gas (“LNG”) terminals in Egypt. See Stuart Elliott, EC Inks Trilateral MOU for Supply of Israeli Gas to Europe via Egypt, S&P Global (June 15, 2022, 9:22 PM), https://www.spglobal.com/commodityinsights/en/market-insights/latest-news/natural-gas/
061522-ec-inks-trilateral-mou-for-supply-of-israeli-gas-to-europe-via-egypt [https://perma.cc/F48N-EMJH]. In October of 2022, Israel and Lebanon resolved a long-standing dispute about the ownership of offshore natural gas fields; brokered by the U.S., this deal was intended in part to facilitate the export of more gas to Europe. Dov Lieber, Israel, Lebanon Reach Rare Deal for Gas Extraction and Export to Europe, Wall St. J. (Oct. 11, 2022, 2:12 PM), https://www.wsj.com/articles/israel-lebanon-agree-to-u-s-brokered-maritime-border-deal-for-gas-extraction-11665489608 [https://perma.cc/4C2Z-WEYN].
prioritizing the environment over national security.

As this example illustrates, energy policy has a profound impact on both national security and the environment, but too often the focus is on one or the other. Indeed, several prominent scholars have chosen to omit national security from their analysis altogether.4See, e.g., Gilbert E. Metcalf, The Economics of Energy Security 18 (Nat’l Bureau of Econ. Rsch., Working Paper No. 19729, 2013), https://www.nber.org/system/files/working_
papers/w19729/w19729.pdf [https://perma.cc/72SN-NVHM] (“Reducing oil consumption (as opposed to oil imports) might lessen the influence of oil rich countries. But it might not materially affect military and strategic thinking.”); Ian W. H. Parry & Joel Darmstadter, The Costs of US Oil Dependency 15 (2004) (“US military expenditures in the Middle East are in part the result of US interests in securing its flow of imported oil from that region, and therefore count as a total cost of oil import dependency. However, many analysts do not include them when assessing the external costs of marginal changes in US oil imports.”); Nat’l Rsch. Council of the Nat’l Acads., Hidden Costs of Energy: Unpriced Consequences of Energy Production and Use 333 (2010) (“[T]he marginal cost is essentially zero. This view is held by a number of other researchers in the area, including Bohi and Toman (1995). The committee adopts this position.”). For a discussion of the views of these scholars, see infra Sections I.D & II.C.
For example, an influential 1996 book on energy security pointedly ignores the cost of defending Middle Eastern oil, arguing that energy is not the only reason for the U.S. to intervene in the region.5Douglas R. Bohi & Michael A. Toman, The Economics of Energy Security 53–54 (Kluwer Acad. 1996). But oil surely is one of the reasons. Ignoring it renders their analysis incomplete. Instead, energy policy needs to account for—and, indeed, to protect—both national security and the environment. This Article shows how to do it.

To enhance national security, the key is to avoid depending on the wrong suppliers. If they are vulnerable to attack (like some Middle Eastern suppliers), they need to be defended. Or, if they are themselves geopolitical threats (like Russia and Iran), their exports fund harmful conduct.

Unfortunately, it is no accident that fossil fuel suppliers often are insecure or hostile. This Article breaks new ground in explaining why. In democracies, fossil fuel production regularly faces staunch opposition from local residents, economic competitors, and environmental groups. But interest groups have less influence in authoritarian regimes, so production gravitates to these countries. This “authoritarian comparative advantage,” as the dynamic is called here, renders the U.S. and other democracies more dependent on authoritarian suppliers, which are more likely to be insecure or hostile.

To mitigate these national security risks, the U.S. and its allies should rely less on these suppliers. In general, there are two ways to do this. The first is to reduce demand for their product, while the second is to find other suppliers. This Article analyzes both alternatives, evaluating their implications for national security and the environment.

The first strategy—cutting demand for fossil fuel—lessens the stakes. There is less economic disruption when the U.S. and its allies stop buying from insecure or hostile suppliers. Finding other suppliers also is easier, since there is more slack in the system. Along with these national security advantages, reducing demand also yields familiar environmental benefits, reducing greenhouse gas emissions and pollution.

Yet although it is important to reduce demand for fossil fuel—for instance, by depending more on clean energy—this strategy poses national security risks of its own. Unfortunately, as with oil and gas, many clean energy suppliers are insecure or potentially hostile. For example, China is a leading supplier of EV batteries, solar panels, and minerals needed for clean energy. Arguably, replacing Russian hydrocarbons with Chinese clean energy is like jumping out of the frying pan into the fire.

In response, the U.S. and its allies should ramp up domestic production of clean energy technology, while also encouraging households and businesses to use it. To incentivize this effort, Congress offered a range of subsidies in the Inflation Reduction Act of 2022, although it remains to be seen how effective these subsidies will be; as I have emphasized elsewhere, targeted subsidies require Congress to pick which technologies to fund, but Congress often lacks the expertise and incentives to make the right choices.6David M. Schizer, Energy Subsidies: Worthy Goals, Competing Priorities, and Flawed Institutional Design, 70 Tax L. Rev. 243, 277–87 (2017) [hereinafter Schizer, Energy Subsidies]. Even with these subsidies, moreover, clean energy still faces daunting regulatory barriers. For example, the permitting process for wind projects, mines, and solar farms is expensive, slow, and risky, but Congress failed to pass a 2022 bill on permitting reform.7David Blackmon, The Death of Manchin’s Permitting Reform Effort Is a Loss for Everyone, Forbes (Sept. 28, 2022, 7:38 AM), https://www.forbes.com/sites/davidblackmon/2022/09/28/the-death-of-manchins-permitting-reform-effort-is-a-loss-for-everyone [https://perma.cc/4XEQ-UJ44]. For this reason (and others as well), the “friend-shoring” of supply chains—and, more generally, the transition to clean energy—is likely to take many years.

Meanwhile, the U.S. and its allies should also pursue a second strategy. To ease their dependence on insecure and hostile fossil fuel suppliers, they should find other suppliers. Yet this effort, which involves adding new wells, pipelines, and infrastructure, raises familiar environmental concerns.

To square this circle, this Article proposes three ways to develop new sources of fossil fuel while still reducing emissions and pollution. First, these new sources should be as “clean” as possible; for example, natural gas generally is preferable to coal. Second, in adding new capacity, the goal should be to replace other fossil fuel sources, not to add to them. For instance, the point of increasing U.S. exports should be to reduce Russian exports. Third, new sources should be flexible, so they can ramp up and scale back, as needed. Fortunately, these shifts are relatively easy for U.S. shale producers—indeed, more so than for others—and can be encouraged with the right regulatory approach. For example, in awarding permits for a new pipeline or Liquefied Natural Gas (“LNG”) facility, the government should reserve (and pay for) the right to shut it down after a specified period. This would be much better than the Biden Administration’s decision in January 2024 to “pause” decisions on new export permits.8FACT SHEET: Biden-⁠Harris Administration Announces Temporary Pause on Pending Approvals of Liquefied Natural Gas Exports (Jan. 26, 2024) (imposing “a temporary pause on pending decisions on exports of Liquefied Natural Gas (LNG) to non-FTA countries until the Department of Energy can update the underlying analyses for authorizations”), https://www.
whitehouse.gov/briefing-room/statements-releases/2024/01/26/fact-sheet-biden-harris-administration-announces-temporary-pause-on-pending-approvals-of-liquefied-natural-gas-exports/ [https://perma.cc/
8LDE-HCV9].

To protect both the environment and national security, then, the U.S. and its allies need to reduce demand for fossil fuel, while also tapping new supply. But who is supposed to pursue these twin goals? After all, producing energy is not a government responsibility—at least not in the U.S. Rather, this is the job of private firms, and rightly so. They have the expertise and incentives to innovate, cut costs, and enhance quality. So even though authoritarian systems are better at overcoming interest group opposition, free societies have their own edge—economic dynamism—which they should harness.

Yet the private sector can do only what it is allowed to do. New wells and pipelines require permits, as do wind farms and mines for clean energy minerals, while extensive regulations also apply. The wrong government policies would thwart the approach recommended here. For example, a moratorium on new fossil fuel development—a step with influential supporters, including the International Energy Agency (“IEA”)9Int’l Energy Agency, Net Zero by 2050: A Roadmap for the Global Energy Sector 21 (2021) [hereinafter Net Zero by 2050], https://iea.blob.core.windows.net/assets/deebef5d-0c34-4539-9d0c-10b13d840027/NetZeroby2050-ARoadmapfortheGlobalEnergySector_CORR.pdf [https://
perma.cc/2AJ5-BNJZ] (“There is no need for investment in new fossil fuel supply in our net zero pathway.”).
—would be counterproductive, entrenching a status quo that depends too much on coal, as well as on insecure and hostile suppliers of oil and gas.

Yet the point is not for the government to leave these issues to the market, but to intervene the right way. The most efficient response is a Pigouvian tax. By adding environmental and national security harms to market prices, it creates financial incentives to mitigate them. At the same time, a Pigouvian tax lets consumers and businesses pick the solutions that are best for them, from electric vehicles and energy efficient appliances to shorter commutes, mass transit, better home insulation, and much more. The government does not have to pick specific responses to support—a key advantage because the government is not good at “picking winners.”10See Schizer, Energy Subsidies, supra note 6, at 298 (“[M]any green energy subsidies under current law seemingly embrace the opportunity to ‘pick winners.’ But it is not clear that government officials have the information, expertise, and incentives to choose which technologies to favor, and they are subject to interest group pressure in attempting to do so.”).

Unfortunately, Pigouvian taxes have encountered stiff political resistance in the U.S.11Id. at 270–72. If they are not available, policymakers should use other policy instruments to reduce the demand for fossil fuels and change the ones we use. To guide this effort, this Article proposes a heuristic called “the marginal efficiency cost of energy”: policymakers should account for all the social costs of each source—private costs, national security costs, and environmental costs—and then seek to replace high-cost sources with low-cost sources. This framework should guide all aspects of energy policy—from permits and regulations to rate-setting, mandates, moratoriums, subsidies, and government leases.

Admittedly, this agenda faces political challenges. Generating the requisite political support will require compromise, as well as an alliance between advocates for the environment and for national security.

Part I analyzes the national security costs of defending insecure fossil fuel suppliers, showing that these costs can be reduced by cutting demand for fossil fuel and adding secure new sources. Part II shows that this two-part strategy also addresses another national security cost of fossil fuel: strengthening hostile exporters. Since energy policy should also protect the environment, Part III briefly surveys two familiar environmental goals: limiting climate change and pollution. To identify synergies and tensions among the various national security and environmental goals, Part IV focuses on strategies to reduce demand for fossil fuel, while Part V considers strategies to tap secure new sources. Part VI generalizes these insights into a regulatory strategy, and Part VII is the conclusion.

I.  DEFENSE EXTERNALITIES: A COST OF DEPENDING ON THE WRONG SUPPLIERS

When energy exporters are vulnerable to attack, they may need to be defended; indeed, the U.S. and its allies have protected Middle Eastern oil producers for decades. But this Part argues that instead of defending insecure suppliers, the U.S. and its allies should find ways to depend less on them. By tapping new sources of supply and reducing demand, the U.S. and its allies could cut their defense budgets.

Even so, some commentators and government agencies dismiss this potential benefit, deeming it too speculative to consider in energy policy. The last Section in this Part responds to their claims.

A.  The National Security Implications of Energy

1.  Defining National Security

Before considering this link between energy policy and national security, it is important first to clarify what the phrase “national security” means here. This Article uses the classical “realist” definition, which focuses on physical security and material well-being, rather than on the advancement of ideals.12See generally Hans J. Morgenthau, Politics Among Nations: The Struggle for Power and Peace (Alfred A. Knopf, Inc. 1948) (advocating for a classical realist approach to international politics).

The goal here is to enhance the security of the U.S. and its allies, not to maximize global welfare. For example, conduct that is dangerous to U.S. citizens is considered harmful, even if it is beneficial to adversaries of the U.S.

To identify threats, this Article relies on the U.S. Intelligence Community’s annual threat assessments.13Off. of the Dir. of Nat’l Intel., Annual Threat Assessment of the U.S. Intelligence Community (2022) [hereinafter 2022 U.S. Annual Threat Assessment], https://www.dni.gov/files/ODNI/documents/assessments/ATA-2022-Unclassified-Report.pdf [https://
perma.cc/64FE-FYVR].
The 2022 analysis highlighted four threats—China, Russia, Iran, and North Korea14Id. at 6–17. Admittedly, the U.S. relationship with China is not solely rivalrous, since robust trade can benefit both parties in various ways. In any event, a comprehensive effort to classify and assess nuances in these various relationships is beyond this Article’s scope.—while earlier assessments also focused on terrorism.15See, e.g., Daniel R. Coats, Worldwide Threat Assessment of the US Intelligence Community 10–13 (2019), https://www.dni.gov/files/ODNI/documents/2019-ATA-SFR—SSCI.pdf [https://perma.cc/D4M8-4FJ4].

In mentioning “allies” of the U.S., this Article refers to countries that feature prominently as “allies and partners” in the Biden-Harris 2022 National Security strategy, including the U.K., Germany, France, and other NATO allies in Europe; Canada and Mexico in North America; and Japan, Australia, and South Korea in the Indo-Pacific.16See generally The White House, National Security Strategy (2022) [hereinafter Biden-Harris National Security Strategy], https://www.whitehouse.gov/wp-content/uploads/
2022/10/Biden-Harris-Administrations-National-Security-Strategy-10.2022.pdf [https://perma.cc/T42C-HKCQ].

2.  Links Between Energy and National Security

As the U.S. and its allies strive to counter security threats, energy is relevant in a number of ways. This Part focuses on the cost of defending suppliers, while the next considers the cost of empowering them.

But admittedly, these are not the only links between national security and energy. The military needs fuel to fight wars, just as it also needs weapons, rations, and other materials.17For example, access to oil played a key role in World War II, both in starting the war and in influencing how it was fought. See Daniel Yergin, The Prize: The Epic Quest for Oil, Money, and Power 300–09 (Simon & Schuster 1991) (discussing how the U.S. decision to stop selling oil to Japan helped to motivate the attack on Pearl Harbor); id. at 312–26 (describing Germany’s reliance on synthetic fuel, its efforts to conquer Russia’s oil fields, and the impact of fuel shortages on German campaigns). The familiar response is to stockpile these supplies.

Energy policy also can cause environmental harms, which some classify as security threats.18For example, the Biden Administration’s 2022 National Security Strategy treated climate change as a national security threat. See Biden-Harris National Security Strategy, supra note 16, at 27 (“The climate crisis is the existential challenge of our time. A warming planet endangers Americans and people around the world—risking food and water supplies, public health, and infrastructure and our national security.”). Yet as a matter of terminology, this Article classifies them instead as environmental harms, discussing them in Part III’s analysis of climate change and pollution.19See infra Section III.A.2.

Energy also affects national security through the economy. Without cheap and reliable energy, it is harder to produce and deliver food, medicine, and other essentials; heat homes; enforce the law; maintain effective communications and transportation networks; and engage in a range of other indispensable activities. In short, energy is a fundamental ingredient of modern life.

To avoid severe economic and social disruptions, countries need to protect their electrical grids, pipelines, and power plants.20See, e.g., Alistair MacDonald, Ukraine Hunts the World for Parts to Fix Crippled Energy Grid, Wall St. J. (Dec. 2, 2022, 10:57 AM), https://www.wsj.com/articles/ukraine-hunts-the-world-for-parts-to-fix-crippled-energy-grid-11669975331 [https://perma.cc/XZU4-FSDS] (describing Russian strategy of targeting Ukraine’s electrical grid and power plants). This is no different from the need to defend other vital infrastructure.

For similar reasons, countries also need reliable sources of fuel. Recognizing the importance of this precious resource, the literature used to focus on another security challenge: the economic drain from energy imports.

In the U.S., this was mainly an issue for oil, not for natural gas or coal. The U.S. became a net importer of petroleum in the 1950s, and these imports generally increased every year after 1954 until they peaked in 2005.21Oil and Petroleum Products Explained: Oil Imports and Exports, U.S. Energy Info. Admin. [hereinafter Oil and Petroleum], https://www.eia.gov/energyexplained/oil-and-petroleum-products/imports-and-exports.php [https://perma.cc/TXV9-N2ER]. Since the U.S. was the world’s largest oil importer for decades, the cost of these imports loomed large in the literature on energy and national security.22An extensive literature focused on “the oil premium,” arguing that the U.S. imported so much oil that it should have been able to influence global prices, but there was a negative externality: consumers did not consider the impact of their purchases on global prices. See, e.g., Paul N. Leiby, Estimating the Energy Security Benefits of Reduced U.S. Oil Imports 5 (2007) (“The approach estimates the incremental benefits to society, in dollars per barrel, of reducing U.S. imports.”); Parry & Darmstadter, supra note 4, at 9–10 (“This transfer [to other nations] is an additional cost borne by the United States as a whole that is not taken into account by individual US consumers . . . .”). In contrast, the U.S. did not depend on imports for natural gas during this period, although experts worried that this would change as U.S. reserves dwindled.23Daniel Yergin, The New Map: Energy, Climate, and the Clash of Nations 31 (Penguin Publ’g Grp. 2020) (noting the consensus of the early 2000s that dwindling domestic supply would cause the U.S. to begin importing significant volumes of natural gas). There was no such concern about coal, though. With the largest reserves in the world,24Countries with the Biggest Coal Reserves, Mining Tech. (Jan. 6, 2020), https://www.mining-technology.com/features/feature-the-worlds-biggest-coal-reserves-by-country [https://perma.cc/C5KB-2TV2] (“The US tops the list holding more than one-fifth of the total proven coal reserves . . . .”). the U.S. has been a net exporter for decades.25Coal Explained: Coal Imports and Exports, U.S. Energy Info. Admin. https://
http://www.eia.gov/energyexplained/coal/imports-and-exports.php [https://perma.cc/TM6Q-CPFU].

Yet the economic drain from energy imports is no longer a concern in the U.S. In the past fifteen years, U.S. firms have unlocked vast oil and gas reserves in shale formations, using hydraulic fracturing.26See Yergin, supra note 23, at 11–12, 24 (describing the impact of the shale revolution on U.S. oil and gas production). This innovation has turned the U.S. into the world’s largest producer of oil and gas.27Id. at xiv–xv. U.S. oil production surged 145% from 2008 to 2019, from 5,000 to 12,289 barrels per day.28Petroleum & Other Liquids, U.S. Energy Info. Admin., https://www.eia.gov/
dnav/pet/hist/LeafHandler.ashx?n=pet&s=mcrfpus2&f=a [https://perma.cc/UU75-KNPM].
Likewise, U.S. natural gas production increased 88% between 2005 and 2019.29Natural Gas, U.S. Energy Info. Admin., https://www.eia.gov/dnav/ng/hist/n9070us1A.htm [https://perma.cc/ZEB8-622J] (increasing from 18,051 billion cubic feet (“bcf”) to 33,899 bcf). After a dip during the coronavirus pandemic, U.S. gas production set a record in the summer of 2022,30Sheetal Nasta, Long Story Short—Natural Gas Production Hits 100 Bcf/D, but Is No Match for Record Demand, RBN Energy (Sept. 18, 2022), https://rbnenergy.com/long-story-
short-natural-gas-production-hits-100-bcf-but-is-no-match-for-record-demand [https://perma.cc/4UQ6-RH3W] (producing more than 100 bcf per day).
reaching a level that once was unimaginable.31Id. (“Lower 48 natural gas production this month hit a once-unthinkable milestone, topping the all-important psychological threshold of 100 Bcf/d for the first time.”). This “shale boom” has turned the U.S. into a net exporter of oil and gas,32Oil and Petroleum, supra note 21 (“In 2021, the United States exported about 8.54 million barrels per day (b/d) and imported about 8.47 million b/d of petroleum, making the United States an annual total petroleum net exporter for the second year in a row since at least 1949.” (footnote omitted)); see also Parry & Darmstadter, supra note 4, at 10 (“If the United States were self-sufficient in oil there would be no monopsony power externality.”). so energy no longer contributes to the U.S. trade deficit. The economic drain of energy imports still burdens many U.S. allies, but not the U.S.

B.  National Security Risks from Insecure Suppliers

Even so, the U.S. still faces another important energy security challenge, which is the focus of this Section: the risk of sudden contractions in the global supply of energy. This can happen if a supplier suddenly stops producing because of a revolution, war, or other geopolitical crisis. Notably, these supply shocks can still harm the U.S.—even though it is a net exporter—by triggering economically damaging spikes in energy prices.

1.  Supply Shocks

These supply shocks can trigger both inflation and recessions in the U.S. and across the globe. For example, when Arab nations slashed oil production in 1973 and embargoed the U.S. to protest U.S. support of Israel, the spike in energy prices triggered nearly a decade of “stagflation.”

Soaring energy prices are especially painful for low-income households. Energy represents a larger percentage of their budgets, so price spikes are even more noticeable, causing difficult tradeoffs between oil, gas, and electricity, on the one hand, and necessities like food, medicine, rent, and education, on the other. Unlike wealthier households, families with low incomes do not have the liquidity to invest in more energy efficient cars, homes, and appliances or, in many cases, the flexibility to move closer to work or telecommute.

To head off these dire economic consequences, policymakers need “to ensure that the United States . . . is more resilient to inevitable global energy shocks,” Jason Bordoff and Meghan O’Sullivan have observed.33Jason Bordoff & Meghan L. O’Sullivan, By Not Acting on Climate, Congress Endangers U.S. National Security, Foreign Pol’y (July 21, 2022, 1:58 PM), https://foreignpolicy.com/2022/
07/21/climate-change-action-us-congress-biden-bill-national-security [https://perma.cc/F972-ZR9E].

2.  Cost of Defending Access to Energy

The traditional way to avoid energy shocks is to police access to fossil fuel, especially oil. For decades, the U.S. armed forces have “maintain[ed] the security of international oil flows for the global market,” a RAND Corporation analysis explained in 2009.34Keith Crane, Andreas Goldthau, Michael Toman, Thomas Light, Stuart E. Johnson, Alireza Nader, Angel Rabasa & Harun Dogo, Imported Oil and U.S. National Security 59 (RAND Corp. 2009).

Like climate effects and pollution, this cost is not included in the price at the pump, so consumers do not consider these “defense externalities” in deciding how much fuel to use. Instead, “[t]he cost of those forces . . . generates a burden on the U.S. taxpayer.”35Id.

For many years, the U.S. has defended oil suppliers in the Middle East. For example, when the Soviet Union invaded Afghanistan in 1979, President Jimmy Carter warned that “[a]n attempt by any outside force to gain control of the Persian Gulf region will be regarded as an assault on the vital interests of the United States of America.”36Toby Craig Jones, America, Oil, and War in the Middle East, 99 J. Am Hist. 208, 208 (2012) (quoting President Carter’s State of the Union Address). Two years later, President Ronald Reagan pledged to defend oil producers from their neighbors as well.37Steven R. Weisman, Reagan Says U.S. Would Bar a Takeover in Saudi Arabia That Imperiled Flow of Oil, N.Y. Times (Oct. 2, 1981), https://www.nytimes.com/1981/10/02/world/reagan-says-us-would-bar-a-takeover-in-saudi-arabia-that-imperiled-flow-of-oil.html [https://perma.cc/TNC6-HTEC] (“There’s no way that we could stand by,” Ronald Reagan said, “and see [Saudi Arabia] taken over by anyone that would shut off that oil.”).

Honoring this commitment, President George H.W. Bush protected Kuwait from an invasion by Iraq in 1990, invoking U.S. reliance on fossil fuels, among other things, to justify a military response. “[M]y administration, as has been the case with every President from President Roosevelt to President Reagan, is committed to the security and stability of the Persian Gulf,” he told the American people.38Former U.S. President George H.W. Bush, Address on Iraq’s Invasion of Kuwait (Aug. 8, 1990), https://millercenter.org/the-presidency/presidential-speeches/august-8-1990-address-iraqs-invasion-kuwait [https://perma.cc/49QV-LAYJ]. “Our country now imports nearly half the oil it consumes and could face a major threat to its economic independence.”39Id.

To secure the Middle East (and its oil) after the First Gulf War, the U.S. permanently stationed troops there for the first time. This U.S. military presence, especially in Saudi Arabia, was one of the reasons invoked by Osama Bin Laden to rally support for terrorist strikes against the U.S.40The Military Cost of Defending the Global Oil Supply, Securing America’s Future Energy 1, 10 (2018) [hereinafter SAFE], http://secureenergy.org/wp-content/uploads/2020/03/Military-Cost-of-Defending-the-Global-Oil-Supply.-Sep.-18.-2018.pdf [https://perma.cc/C5BM-6YZR].

Bin Laden’s attacks on September 11, 2001 prompted the U.S. to invade Afghanistan. So, although this invasion was a response to terrorism, the terrorism itself was motivated (at least in part) by U.S. efforts to defend fossil fuels. “You can draw a thread through the whole thing with oil,” argued Admiral Dennis C. Blair, former director of National Intelligence.41Id.

Similarly, although the U.S. invaded Iraq in 2003 for a number of reasons, energy was a key motivation for Vice President Dick Cheney. “Armed with an arsenal of these weapons of terror, and seated atop ten percent of the world’s oil reserves,” he observed six months before the invasion, Iraq’s leader Saddam Hussein could then be expected to “seek domination of the entire Middle East” and “take control of a great portion of the world’s energy supplies.”42David E. Sanger, The World: First Among Evils?; The Debate Over Attacking Iraq Heats Up, N.Y. Times (Sept. 1, 2002), https://www.nytimes.com/2002/09/01/weekinreview/the-world-first-among-evils-the-debate-over-attacking-iraq-heats-up.html [https://perma.cc/999S-A4BD] (quoting Dick Cheney); see also Full Text of Dick Cheney’s Speech at the Institute of Petroleum Autumn Lunch, 1999, London Inst. of Petrol. (June 8, 2004), https://www.resilience.org/stories/2004-06-08/full-text-dick-cheneys-speech-institute-petroleum-autumn-lunch-1999 [https://perma.cc/P4H9-VWH4] (“Oil is unique in that it is so strategic in nature. We are not talking about soapflakes or leisurewear here. Energy is truly fundamental to the world’s economy. The Gulf War was a reflection of that reality.”).

Admittedly, the U.S. has intervened in the Middle East not only to protect its oil, but also to counter terrorism, support allies, contain rivals, and defend the principle of sovereignty. But although energy is not the only factor shaping U.S. defense policy, it is an important one, as a group of retired senior military planners affirmed in interviews for a 2018 study.43SAFE, supra note 40, at 7–11. “We are not in the Persian Gulf because we are benevolent. We want oil to flow out of there,” one observed.44Id. at 11 (quoting General Charles Wald, former Deputy Commander, Headquarters United States European Command). “Since the end of [the] Cold War, the only real threats we have are threats to the oil supply,” another said.45Id. at 9 (quoting John Lehman, former secretary of the Navy). “[M]ore than half the Defense budget is for the security of Persian Gulf oil.”46Id. at 3 (quoting John Lehman, former Secretary of the Navy).

These military efforts have long been reinforced by diplomacy. The U.S. has maintained close ties with oil-producing regimes, including ones that do not share U.S. values.47John Deutch, James R. Schlesigner & David G. Victor, Council on Foreign Relations Independent Task Force Report # 58: National Security Consequences of U.S. Oil Dependency 26 (2006), https://www.cfr.org/report/national-security-consequences-us-oil-dependency [https://perma.cc/8RD3-VY9A] (noting that oil dependence can cause “political realignments that constrain the ability of the United States to form partnerships to achieve common objectives”). Propping up these authoritarian “petrostates” is all the more costly because they often are unstable.48Jeffrey D. Sachs & Andrew M. Warner, Natural Resources and Economic Development: The Curse of Natural Resources, 45 Eur. Econ. Rev. 827, 828, 837 (2001).

3.  As a Net Exporter, Can the U.S. Stop Worrying About Supply Shocks?

Can the U.S. stop supporting these regimes now that it has become a net exporter of petroleum?49The U.S. is both an importer and an exporter. A key reason why is that many U.S. refineries are better suited to process “heavy” oil (from the Middle East) instead of “light” oil (from the shale boom). See Martin Tillier, America Produces Enough Oil to Meet Its Needs, so Why Do We Import Crude?, Nasdaq (Mar. 8, 2022, 10:18 AM), https://www.nasdaq.com/articles/116merica-produces-enough-oil-to-meet-its-needs-so-why-do-we-import-crude [https://perma.cc/C6CQ-LTHN]. Are Americans protected from oil shocks, as long as U.S. wells keep pumping? Unfortunately, the answer is “no.”

For one thing, key allies and trading partners still import oil, and their economic health affects the U.S. Energy shocks drain away money they otherwise would spend on U.S. goods and services, as well as on shared strategic interests.

Supply shocks also still affect the U.S. more directly: when consumers in Europe or Asia cannot buy from their usual supplier, they try to buy from U.S. producers, bidding up the price.50See Yergin, supra note 23, at 61 (“Even if the U.S. is not importing much Middle Eastern oil, a supply disruption would drive up global prices, including in the United States.”). This is why U.S. gasoline prices spiked after Russia invaded Ukraine, even though the U.S. was importing very little oil from Russia.51Gabriel T. Rubin, U.S. Inflation Hits New Four-Decade High of 9.1%, Wall St. J. (July 13, 2022, 7:07 PM), https://www.wsj.com/articles/us-inflation-june-2022-consumer-price-index-11657664129 [https://perma.cc/U4QB-7VQB] (“The consumer-price index’s advance for the 12 months ended in June was the fastest pace since November 1981 . . . . A big jump in gasoline prices—up 11.2% from the previous month and nearly 60% from a year earlier—drove much of the increase . . . .”). In a global market, a war or revolution thousands of miles away—involving suppliers who do not sell to U.S. consumers—can still cause U.S. prices to spike.

Does the U.S. have the same sort of exposure with natural gas? The answer is “yes, but not nearly as much.” The difference is that oil is easier to ship. Since a tanker can take Texas oil to either Athens or Alabama, buyers in both places can bid for it, yielding a (relatively) uniform global price.

In contrast, the price of natural gas is set locally because it is harder to transport. The cheapest way is a pipeline, but then the destination is fixed. If the pipeline goes to Alabama, Athenians cannot easily buy this gas. They would have to turn it into liquid, ship it on a tanker, and then turn it back into gas. This costly process requires a sophisticated infrastructure. At the moment, the U.S does not have enough liquefaction facilities to satisfy European demand. This constraint on exports leaves more gas for domestic consumption. As a result, prices in the U.S. are much lower than in Europe and Asia.

Even so, U.S. natural gas prices are still affected by global supply shocks, at least to an extent. When prices spike in other markets, U.S. suppliers can export at least some gas, a choice that reduces domestic supply. This helps explain why U.S. natural gas prices spiked for several months after Russia invaded Ukraine (while European prices went much higher).52David Uberti & Ryan Dezember, Why Gas Bills Are Going Crazy—With No End in Sight, Wall St. J.  (Mar. 15, 2023, 7:56 AM), https://www.wsj.com/articles/natural-gas-prices-energy-bills-ea3ea9da [https://perma.cc/3VJR-M89U] (“Homeowners and businesses across the country have seen their gas bills go wild . . . . Policy decisions from the White House . . . have exacerbated the situation . . . . [F]ederal officials have said they would boost gas exports to support U.S. allies, particularly in Europe.”); Robert Rapier, Why Natural Gas Prices Quadrupled in Two Years, Forbes (Sept. 27, 2022, 6:00 AM) https://www.forbes.com/sites/rrapier/2022/09/27/why-natural-gas-prices-quadrupled-in-two-years [https://perma.cc/ADQ8-B3BH] (noting that European demand for LNG drove natural gas prices higher in the U.S.). Looking ahead, global demand will have even more impact on U.S. prices as the U.S. builds more LNG facilities.53Even with the Biden Administration’s “pause” on new export permits, projects already in development can still be completed. Yet exports obviously will increase even more if the pause is lifted, so new projects can be added as well. David Braziel, Take Five – Gauging The Impact Of The DOE’s Pause In LNG Export Licenses, RBN Energy (Jan. 31, 2024), https://rbnenergy.com/take-five-gauging-the-impact-of-the-does-pause-in-lng-export-licenses. Like natural gas prices, coal prices are also influenced by global trends, but still vary by location. As with natural gas, the cost of transporting coal is high compared with the cost of extracting it. As a result, redirecting it from one market to another is not always practical. See, e.g., Coal Explained: Coal Prices and Outlook, U.S. Energy Info. Admin., https://www.eia.gov/energyexplained/coal/prices-and-outlook.php [https://perma.cc/WYD7-ZTX8] (“In some cases . . . , transportation costs are more than the price of coal at the mine.”); Peter Nagle & Kaltrina Temaj, Energy Market Developments: Coal and Natural Gas Prices Reach Record Highs, World Bank Blogs (July 19, 2022), https://blogs.worldbank.org/opendata/energy-market-developments-coal-and-natural-gas-prices-reach-record-highs [https://perma.cc/BU3Y-68PG] (noting that when Europe decided to boycott Russian coal in 2022, selling it “to other countries . . . will be costly as coal is bulky and expensive to transport”).

To sum up, energy supply shocks are still a challenge, even though the U.S. has become a net exporter of petroleum and gas. The traditional U.S. response has been to protect oil and gas suppliers, especially in the Middle East. The costs of defending these suppliers are a hidden price of fossil fuels.

C.  Depending Less on Insecure Suppliers

Is the U.S. stuck bearing these defense externalities? Or can these costs be reduced over time? In principle, there is another way to deal with supply shocks: instead of defending insecure suppliers, we can depend less on them. Admittedly, reducing reliance on these suppliers can be difficult, especially on short notice. Yet easing this dependence has become much more plausible than it used to be, and the right policies can accelerate this progress.

1.  An Illustrative Example

To illustrate different responses to defense externalities, assume that two neighboring countries, Emirate and Warmonger, are both oil exporters. Unfortunately, Warmonger has been threatening to invade Emirate. If war breaks out, the two countries’ combined exports of 4.3 million barrels per day will suddenly become unavailable.

The traditional way to avert this oil shock is for the U.S. and its allies to protect Emirate by issuing security guarantees and, if necessary, dispatching troops. If we replace “Emirate” with Kuwait and “Warmonger” with Iraq, this is precisely what happened in 1990.

Yet there are two other ways to avoid this oil shock. First, if another supplier can increase production by 4.3 million barrels per day, it can replace the exports from Emirate and Warmonger. To avoid extra defense costs, this supplier should be easy to defend. The U.S. obviously fits the bill, as do Canada, Brazil, Norway, Mexico, the U.K.,54Currently, they are the fourth, ninth, eleventh, thirteenth, and twentieth largest producers of crude oil in the world, respectively. See Top 20 Oil Producing Countries in 2022, Or Noir Africa, https://ornoirafrica.com/en/top-20-des-pays-producteurs-de-petrole-en-2022 [https://perma.cc/3T6W-Z69Q]. and other secure jurisdictions. If enough additional supply can be coaxed from secure countries, there is less need to defend insecure ones. In this way, energy development can be a substitute for military spending. National security is protected with wells and pipelines, instead of troops and fighter planes.

Second, the same is true of reductions in demand. There would be no oil shock if the global economy could cut consumption by 4.3 million barrels per day through fuel efficiency, renewable energy, mass transit, and the like. “Meeting more of the energy needs of the United States through alternative sources of energy,” Bordoff and O’Sullivan have observed, “can lessen exposure to global markets by reducing U.S. consumption of oil and gas overall . . . .”55Bordoff & O’Sullivan, By Not Acting on Climate, Congress Endangers U.S. National Security, supra note 33. So, like new supply, efforts to reduce demand can be an alternative to military spending.

2.  Reducing Dependence on Insecure Suppliers: Promising Trends

Admittedly, severing ties with a problematic supplier is sometimes quite challenging, especially in the short run. Indeed, after Russia invaded Ukraine in 2022, Europe’s efforts to stop buying oil, gas, and coal from Russia were painful. Even so, replacing—instead of defending—a supplier has become more realistic in recent years, and the right policies can make this alternative even more plausible.

For example, if some oil from the Middle East becomes unavailable, do other suppliers have the potential to replace it? A promising candidate is the U.S., where production has surged in recent years, as noted above. This increase (about seven million barrels per day) is much more than the 4.3 million barrels per day that Iraq and Kuwait were exporting in 1990 when Iraq invaded. In other words, the recent U.S. increase is almost twice the size of the disruption the U.S. intervened to prevent in the First Gulf War.

The U.S. also has ample reserves of natural gas and coal. As long as the U.S. has the necessary LNG terminals and other infrastructure to transport these fossil fuels, it may be able to replace other gas and coal producers in a crisis, even if they serve markets far from the U.S.

Obviously, any effort to replace other suppliers is more effective, and thus more likely to reduce defense externalities, when the products are fungible. For example, LNG can replace natural gas from a pipeline (though LNG is more expensive). Likewise, coal and natural gas are plausible substitutes for each other since both generate electricity. Yet neither can

substitute for oil, as long as oil (not electricity) is the main fuel for transportation.

Looking ahead, could the U.S. develop the potential to increase fossil fuel production even more in a crisis? Do U.S. firms have the capacity and incentives to ramp up? Could policymakers encourage them to do so? If the answer is “yes,” this backup capacity would reduce the pressure to defend other suppliers.

This pressure would ease not only if the U.S. and its allies could produce more fossil fuel, but also if they used less. In a supply shock, prices do not spike as much if demand also contracts. Even if prices do rise, there is less harm if the economy is less reliant on fossil fuel.

This brings us to a second promising trend: even as demand for fossil fuel has increased worldwide (and especially in the developing world), the U.S. and its allies have become less dependent on fossil fuel in recent years. For example, the “energy intensity” of the U.S. economy—a measure of how much energy is needed to produce a given level of economic output—is less than half of what it was forty years ago.56Specifically, energy intensity is energy consumption divided by GDP. U.S. Energy Intensity Has Dropped by Half Since 1983, Varying Greatly by State, U.S. Energy Info. Admin. (Aug. 3, 2021), https://www.eia.gov/todayinenergy/detail.php?id=48976 [https://perma.cc/2CH4-PDE7]. Even as the population and economy have grown significantly, U.S. oil consumption has held steady at about 18.5 million barrels per day.57The U.S. consumed 18.51 million bpd in 1970, and 18.684 million bpd in 2021. See U.S. Energy Info. Admin., Annual Energy Review (2012), https://www.eia.gov/
totalenergy/data/annual/showtext.php?t=ptb0501a [https://perma.cc/5XNK-3ZGK]; Oil Consumption in the United States From 1998–2021, Statista (Mar. 2, 2023), https://www.statista.com/
statistics/282716/oil-consumption-in-the-us-per-day [https://perma.cc/HMR5-PP2F].
Vehicles and appliances have become more energy efficient,58For instance, over the next five years, greater fuel efficiency and increased use of electric cars are projected to save 1.85 million barrels of oil per day worldwide. Int’l Energy Agency, Oil 2021: Analysis and Forecast to 2026 28 (2021). and the U.S. economy depends less on energy intensive industries, such as manufacturing. In addition, renewable energy has become less expensive, and thus more common. It generated 12.61% of all energy used in the U.S. in 2021—a new high59Ken Bossong, US Renewable Energy Production in 2021 Hit an All-time High, Renewables Now (Mar. 31, 2022, 11:40 AM) https://renewablesnow.com/news/us-renewable-energy-production-in-2021-hit-an-all-time-high-779202 [https://perma.cc/62P8-XG5V].—as well as 67% of new electric power generation in the first half of 2022.60Michelle Lewis, Wind, Solar Provide 67% of New US Electrical Generating Capacity in First Half of 2022, Electrek (Aug. 15, 2022, 12:05 PM), https://electrek.co/2022/08/15/wind-solar-provide-67-of-new-us-electrical-generating-capacity-in-first-half-of-2022 [https://perma.cc/T7NM-MK4N]. Likewise, the global share of electricity from renewables reached 29% in 2020 (up from 27% in 2019). Global Energy Review 2021: Renewables, Int’l Energy Agency, https://www.iea.org/reports/global-energy-review-2021/renewables [https://perma.cc/J7R5-BGC6].

Can U.S. firms and households build on this progress? Can policymakers encourage this trend? Again, if the answer is “yes,” there would be less pressure to defend insecure fossil fuel suppliers.

3.  Encouraging Extra Supply

How can the U.S. and its allies keep reducing defense externalities? What else can they do to tap more supply from secure sources, while also cutting demand? How can policymakers reinforce these trends?

i.  Stockpiles

A key challenge is timing. Supply shocks come on suddenly, but it takes time to tap new supply and reduce demand. Until these efforts bear fruit, the U.S. and its allies are exposed to higher prices. If these responses take years to implement, instead of weeks or months, there could be significant economic disruptions in the interim.

As a (partial) response, the U.S. and its allies can rely on stockpiles of fossil fuel, such as the Strategic Petroleum Reserve (“SPR”) for oil.61See generally Jason Bordoff, Antoine Halff & Akos Losz, Columbia Ctr. on Glob. Energy Pol’y, New Realities, New Risks: Rethinking the Strategic Petroleum Reserve (2018), https://www.energypolicy.columbia.edu/sites/default/files/pictures/CGEP_Rethinking_
the_Strategic_Petroleum_Reserve_June2018.pdf [https://perma.cc/SMB3-XEZW] (analyzing the continuing need for strategic petroleum reserve in the U.S.). These stockpiles are either physically stored (as in the U.S.) or required of refiners. Similarly, Germany and other European countries have storage facilities for natural gas. Europe’s Underground Gas Storage Sites, Prospero Events Grp. (Dec. 3, 2021), https://www.prosperoevents.com/europes-underground-gas-storage-sites-2 [https://perma.
cc/F5RJ-ZCUL]; Arne Delfs, Germany Takes Control of Gazprom Unit to Ensure Energy Supply, Bloomberg (Apr. 4, 2022), https://www.aljazeera.com/economy/2022/4/4/germany-takes-control-of-gazprom-unit-to-ensure-gas-supply [https://perma.cc/Y6JP-7L39].
“[E]mergency stocks could smooth economically harmful price spikes until markets are able to adjust,” observed Jason Bordoff, Antoine Halff, and Akos Losz.62Bordoff et al., supra note 61, at 6.

Even so, a stockpile is more effective when the supply shock is temporary. Since a stockpile’s supply is finite, the market knows it eventually will run out. The key question, then, is whether the stockpile can outlast the supply shock. If the answer is “yes”—for instance, while a pipeline is being repaired—prices should remain stable. But a stockpile is less effective when the shock is expected to persist, which is likely for a revolution, an invasion, or another geopolitical crisis.63Richard G. Newell & Brian C. Prest, Informing SPR Policy Through Oil Futures and Inventory Dynamics 2 (Nat’l Bureau of Econ. Rsch., Working Paper No. 23974, 2017), https://ideas.repec.org/p/nbr/nberwo/23974.html [https://perma.cc/YJ3D-J96R] (“SPR releases are more effective and appropriate in response to temporary supply shocks, and less so in the face of persistent shocks.”). Since market prices are forward-looking, they will still rise, even when supply from the stockpile is released, because everyone knows the extra supply is only temporary.64Hopefully, SPR releases can keep prices from surging even higher. For example, oil prices still spiked after Russia invaded Ukraine, even though President Biden responded with the largest SPR release in history. See Adam Aton, Biden’s Use of Oil Reserves Overshadows Past Presidents, E&E News (Oct. 20, 2022, 6:53 AM), https://www.eenews.net/articles/bidens-use-of-oil-reserves-overshadows-past-presidents [https://perma.cc/VXK7-KUYA] (reporting that Biden released 50 million barrels in response to price increases in the months before the invasion, another 180 million shortly after the invasion, and another 15 million in October of 2022); Press Release, U.S. Dep’t of Treasury, The Price Impact of the Strategic Petroleum Reserve Release (July 26, 2022), https://home.treasury.gov/news/press-releases/jy0887 [https://perma.cc/9NW2-24KV] (concluding that SPR release lowered gas prices by 17 to 42 cents per gallon).

As a result, a stockpile alone cannot address supply shocks. Other measures are also needed, which either increase supply or reduce demand. A shock is averted only if the market expects these measures to kick in before the stockpile runs out.

ii.  Spare Capacity

When the solution is new supply, it needs to get to market quickly. Yet, although firms have economic incentives to ramp up production when prices rise, a rapid pace often is not feasible.

“Generally speaking, the oil industry is highly capital intensive and relatively slow moving,” observed Bordoff, Halff, and Losz.65Bordoff et al., supra note 61, at 19. “Most oil development projects cost billions of dollars and take years to bring into production.”66Id. Natural gas projects have an added challenge, emphasized above: transporting gas requires either pipelines or liquefaction facilities, which take years to build.

Fortunately, some suppliers can respond more quickly. In the oil market, the fastest response is what the International Energy Agency calls “spare capacity”: additional production that comes online within thirty days and lasts for more than ninety days. This pace usually is feasible only for Saudi Arabia. It “maintains the largest spare capacity and has historically played the role of ‘swing’ supplier,” explained Bordoff, Halff, and Losz, “adjusting production in line with market conditions.”67Id. at 20.

Even so, Saudi Arabia is not always able (or willing) to ramp up oil production. For example, after Russia invaded Ukraine, the Saudis agreed to only a minor increase.68Ryan Hogg, Saudi Arabia Can’t Increase Oil Production Further in the Medium Term, Crown Prince Mohammad bin Salman Reportedly Said, Bus. Insider (July 16, 2022, 5:54 AM), https://www.businessinsider.com/saudi-arabia-agrees-to-boost-oil-production-after-biden-visits-2022-7 [https://perma.cc/K4HC-JUUH]. A few months later, they cut production, disregarding a U.S. request to pump at capacity.69Dmitry Zhdannikov, Steve Holland & Jarrett Renshaw, OPEC+ Oil Output Cut Shows Widening Rift Between Biden and Saudi Royals, Reuters (Oct. 8, 2022, 12:46 AM), https://www.reuters.com/world/opec-oil-output-cut-shows-widening-rift-between-biden-saudi-royals-2022-10-07 [https://perma.cc/7CY7-F25E].

As this disagreement highlighted, Saudi and U.S. interests sometimes diverge. For one thing, the Saudis benefit from high oil prices. The U.S. and the Saudis also have clashed over Saudi ties to Russia, U.S. diplomatic approaches to Iran (the Saudis’ main regional rival), and the murder of a dissident Saudi journalist. The relationship was further strained by Joe Biden’s comments on the kingdom while running for President: asserting that there was “very little social redeeming value in the present government in Saudi Arabia,” he pledged to make them “the pariah that they are.”70Alex Emmons, Aída Chávez & Akela Lacy, Joe Biden, In Departure from Obama Policy, Says He Would Make Saudi Arabia a “Pariah,” Intercept (Nov. 20, 2019, 9:52 PM), https://theintercept.com/2019/11/21/democratic-debate-joe-biden-saudi-arabia [https://perma.cc/W6GQ-5AK7]. Indeed, ties between the Biden Administration and the Saudi leadership were so frayed that when the Saudis restored diplomatic relations with Iran in 2023, they worked through China instead of the U.S., a step that was “a real slap in the face to Biden.”71Stephen Kalin, Benoit Faucon, Vivian Salama & David S. Cloud, Saudi Arabia, Iran Restore Relations in Deal Brokered by China, Wall St. J. (Mar. 10, 2023, 2:07 PM), https://www.wsj.com/articles/saudi-arabia-iran-restore-relations-in-deal-brokered-by-china-406393a1 [https://perma.cc/K5CQ-K33C] (quoting Aaron David Miller, a veteran U.S. negotiator in the Middle East).

iii.  Increasing Supply in Other Ways and Reducing Demand

Instead of relying on Saudi Arabia to stabilize global oil markets, the U.S. would be better off developing its own backup capacity, which could be tapped in a crisis. But is this feasible? Can U.S. oil producers ramp up quickly enough to play this role? What about the U.S. natural gas industry? How can policymakers encourage faster responses?

In general, the answer depends on the type of well and the availability of key infrastructure. Offshore wells take years for permitting, construction, and drilling, costing billions of dollars. But fortunately, drilling in shale is different.72Nick Lioudis, Oil and Gas Production Timelines, Investopedia (Sept. 30, 2022), https://www.investopedia.com/ask/answers/061115/how-long-does-it-take-oil-and-gas-producer-go-drilling-production.asp [https://perma.cc/PRX8-3MFT] (“Shale wells can be drilled in two to four weeks and brought on line within months, while offshore wells are costlier and can take much longer.”). The “ability of US shale producers to ramp output up or down relatively quickly in response to price signals or changing market conditions,” Bordoff, Halff and Losz have explained, “could be seen as a form of insurance against disruption risks . . . .”73Bordoff, et al., supra note 61, at 19. The same is true of new natural gas wells in shale.

Yet even if wells can be drilled quickly, pipelines and other infrastructure are needed to bring oil and gas to market. Even so, with the right infrastructure in place—and, more generally, with the right policies—the U.S. could take advantage of the elasticity of shale production to respond to supply shocks. Part V of this Article explores this possibility, and the synergies and tradeoffs it presents for national security and the environment.

To become less dependent on insecure suppliers, the U.S. and its allies also should reduce demand. Like new supply, this response takes time but, again, the right policies can accelerate it. Part IV explores the national security and environmental implications of promoting energy efficiency and renewable energy.

Admittedly, neither of these strategies—increased supply or reduced demand—is easy to execute on short notice.74Deutch et al., supra note 47, at 23 (“In general, policies intended to affect consumption or supply are slow to take effect.”). But the same is true of an effective military response. All of these efforts require long-term investment and preparation.

The fundamental question, then, is which response maximizes welfare. To head off supply shocks—and, more generally, to access energy at the lowest social cost—is it better to build aircraft carriers, drill new wells, or install electric vehicle charging stations? The answer is a combination of measures—not just military responses, but also new sources of fossil fuel, as well as efforts to use less of it.

D.  Division of Labor Between the Private and Public Sectors

Which institutions are supposed to pursue these various goals? Unlike in some countries, the U.S. does not have government-owned energy companies, which could be tasked with implementing government policy along with earning profits.

By relying instead on the private sector, the U.S. reaps familiar benefits. In a competitive market, private firms have strong incentives to cut costs and experiment with new approaches. In this way, the private sector sometimes delivers transformative innovations, such as the U.S. shale boom.75Thomas W. Merrill & David M. Schizer, The Shale Oil and Gas Revolution, Hydraulic Fracturing, and Water Contamination: A Regulatory Strategy, 98 Minn. L. Rev. 145, 148 (2013).

Yet a familiar downside of private firms is that they do not minimize negative externalities, such as the national security and environmental costs in this Article. Rather, addressing these externalities requires a government response. Policymakers can choose from a range of policy instruments, including Pigouvian taxes, permitting policies, subsidies, moratoriums, and mandates. Part VI surveys various options, highlighting their advantages and disadvantages.

E.  Objections to Considering Defense Externalities in Energy Policy

So far, this Part has argued that depending on fossil fuel adds to the defense budget, and that policymakers need to account for this cost in evaluating the merits of different energy sources. However, other commentators have taken the opposite view, urging policymakers to omit defense externalities from this analysis. Douglas Bohi and Michael Toman made this case in an influential 1996 book.76Bohi & Toman, supra note 5, at 53–54. Several other commentators have followed their lead,77Metcalf, supra note 4; Parry & Darmstadter, supra note 4, at 15 (“US military expenditures in the Middle East are in part the result of US interests in securing its flow of imported oil from that region, and therefore count as a total cost of oil import dependency. However, many analysts do not include them when assessing the external costs of marginal changes in US oil imports.”). Although a 2006 Council of Foreign Relations study does not cite Bohi and Toman, it echoes their argument.  Deutch et al., supra note 47, at 29 (noting that the U.S. “will depend on the Persian Gulf” for oil for the next twenty years and that, even if it did not, “there would be reasons to maintain a substantial military capability in the region”). as have a number of U.S. government agencies. For example, a 2018 analysis of tougher fuel economy standards omitted the national security advantages of using less petroleum,78See The Safer Affordable Fuel-Efficient (SAFE) Vehicles Rule for Model Years 2021–2026 Passenger Cars and Light Trucks, 83 Fed. Reg. 42986, 43211 n.426 (Aug. 24, 2018) (“While the U.S. maintains a military presence in certain parts of the world to help secure global access to petroleum supplies, that is neither the primary nor the sole mission of U.S. forces overseas. Additionally, the scale of oil consumption reductions associated with CAFE standards would be insufficient to alter any existing military missions focused on ensuring the safe and expedient production and transportation of oil around the globe.”); see also EPA, Proposed Determination on the Appropriateness of the Model Year 2022–2025 Light-Duty Vehicle Greenhouse Gas Emissions Standards under the Midterm Evaluation: Technical Support Document Section 3.5.2.4, at 3-35 to 3-36 (2016) (“Military Security Cost Components of Energy Security”) (“[I]t is unclear that incremental reductions in either U.S. imports, or consumption of domestic petroleum, would produce incremental changes to the military expenditures related to the oil protection mission.” (citation omitted)). as did a 2009 National Research Council study79Nat’l Rsch. Council of the Nat’l Acads., supra note 4, at 333 (“[T]he marginal cost is essentially zero. This view is held by a number of other researchers in the area, including Bohi and Toman (1995). The committee adopts this position.”). and a 1992 Congressional Research Service report.80Carl E. Behrens, John E. Blodgett, Martin R. Lee, John L. Moore & Larry Parker, Cong. Rsch. Serv., 92–574–ENR, The External Costs of Oil Used in Transportation 31 (1992) (“The security cost of oil . . . is either insignificant or ponderous, depending on the assumptions made.”). The literature has offered two reasons to ignore defense externalities, and this Section shows why neither is persuasive.81I have made these arguments in earlier work as well. See Schizer, Energy Subsidies, supra note 6, at 256–58.

1.  Many Factors Influence Defense Policy

The first argument is that energy is just one of many factors affecting the defense budget, so its impact is too hard to isolate.82See Crane et al., supra note 34, at 59 (“[M]ilitary forces are . . . multipurpose and fungible . . . . It is . . . difficult to distill the genesis of a military operation to a unitary aim.”). “Until an effort that yields a credible measure of the externality involved is completed,” Bohi and Toman wrote, “this externality is too uncertain to be used in determining energy policy.”83Bohi & Toman, supra note 5, at 54.

But even when a cost is difficult to quantify, we should not simply ignore it. After all, we do not do this with climate externalities, even though they are hard to measure.84Schizer, Energy Subsidies, supra note 6, at 256–57. Instead, the right approach is to use the best available estimate, however imperfect it is.

For example, a 2018 study concluded that the Pentagon spends 16% of its general operating budget to protect Middle Eastern oil.85SAFE, supra note 40 (offering an estimate based on the average of seven other studies). To cover this cost, U.S. gasoline taxes would have to increase by 28 cents per gallon86Id. These calculations are in 2017 dollars. (and by an additional 70 cents to fund the wars in Afghanistan and Iraq).87Id.; see also Joseph E. Stiglitz & Linda J. Bilmes, Estimating the Costs of War: Methodological Issues, with Applications to Iraq and Afghanistan, in  Oxford Handbook of the Econ. of Peace and Conflict 3 (Michelle R. Garfinkel & Stergios Skaperdas eds., 2012) (“Some argued that the invasion of Iraq was motivated largely by a desire to control the supply of oil.”). Again, SAFE’s calculations are in 2017 dollars. Admittedly, this estimate may be off the mark. Other studies propose estimates of their own—some higher, some lower—by using different methodologies and assumptions.88See SAFE, supra note 40 (surveying other studies). The goal here is not to defend a particular estimate, but to show that these costs are too substantial to ignore.

2.  Can Shifts in Energy Markets Change the Defense Budget?

Second, these commentators argue that energy policy should ignore the cost of defending fossil fuel, not only because this cost is hard to measure, but also because it is fixed. In their view, the U.S. is stuck protecting insecure suppliers, and energy policy cannot do anything about it. For example, even if U.S. energy policy delivers modest increases in energy efficiency and in domestic oil and gas production, the U.S. would still have to defend the Middle East.89Bohi & Toman, supra note 5, at 53 (“[M]ilitary security expenditures are a fixed cost, and their internalization in the price of oil will not solve the problem that they are intended to address.”); Metcalf, supra note 4, at 168 (“[A] marginal (or even inframarginal) reduction in oil consumption may not affect our national security planning or spending significantly.”).

While this argument is persuasive for limited changes, there have been major shifts since Bohi and Toman made this claim in 1996. As emphasized above, domestic production of oil and gas has surged, while energy efficiency and renewable energy have enabled the U.S. and its allies to depend less on fossil fuel. If government policy can accelerate these trends, there will be less pressure to defend insecure suppliers.

To sum up, American dependence on fossil fuels has added to U.S. military and foreign policy burdens. These “defense externalities” are a hidden price of oil and gas. To reduce the cost of defending insecure suppliers, the U.S. and its allies need to depend less on them. The answer is a two-pronged strategy, which reduces demand for fossil fuel, while also tapping new supply in the U.S. and other secure locations.

II.  FUNDING EXTERNALITIES: ANOTHER COST OF DEPENDING ON THE WRONG SUPPLIERS

While the last Part analyzed the cost of protecting fossil fuel suppliers, this Part considers the cost of strengthening them. Unfortunately, some energy exporters use fossil fuel revenue to pay for harmful conduct. For example, Russia’s energy exports have financed its war in Ukraine. Buying from bad actors can facilitate their threatening behavior. Like defense externalities, these “funding externalities”—the national security costs of providing revenue to dangerous suppliers—do not appear in the price of energy.

So how should policymakers respond? As with defense externalities, the key is to depend less on the wrong suppliers. Again, the U.S. and its allies should use less fossil fuel, while also finding other (friendly) suppliers. Even so, some commentators urge policymakers to ignore funding externalities, so the last Section of this Part responds to their claims.

A.  National Security Risks from Dangerous Suppliers

There are national security risks from depending not only on insecure suppliers, but also on threatening ones. “Governments of some countries openly hostile to the United States . . . ,” the RAND Corporation observed, “rely on oil exports for most of their budget revenues.”90Crane et al., supra note 34, at 43; see also Deutch, et al., supra note 47, at 26 (“[T]he control over enormous oil revenues gives exporting countries the flexibility to adopt policies that oppose U.S. interests and values.”). They use this revenue to pursue harmful agendas both abroad and at home.91See Schizer, Energy Subsidies, supra note 6, at 258–60. Unfortunately, buying from these suppliers undermines national security by facilitating this threatening behavior.

1.  Funding War, Terrorism, and Other Threats

Let us begin with the harm these suppliers cause outside their borders. Russia is the quintessential example. In 2022, its energy exports paid for its invasion of Ukraine. Before the war, Russia was the world’s largest exporter of oil and natural gas92Yergin, supra note 23, at 71. Russia was the third largest producer of oil (after the U.S. and Saudi Arabia), the second largest producer of natural gas (after the U.S.), and the largest exporter of both commodities. and Europe’s main supplier.93Energy Fact Sheet, supra note 2. Russia supplied 40% of Europe’s natural gas, id., as well as more than 25% of its imported crude oil. Charlotte Edmond, How Much Energy Does the EU Import from Russia?, World Econ. F. (Mar. 17, 2022), https://www.weforum.org/agenda/2022/03/eu-energy-russia-oil-gas-import [https://perma.cc/H5EJ-KW2Z]. Russia was also the world’s third largest exporter of coal in 2021 (behind Australia and Indonesia and ahead of the U.S.).94Daniel Workman, Coal Exports by Country, World’s Top Exports, https://www.worldstopexports.com/coal-exports-country [https://perma.cc/K56V-8JCC]. Since Russia’s largest energy companies were state owned and private producers were heavily taxed,95See Jennifer Josefson & Alexandra Rotar, Oil and Gas Regulation in the Russian Federation: Overview, Thompson Reuters Practical Law (Apr. 1, 2021), https://uk.practical
law.thomsonreuters.com/0-527-3028 [https://perma.cc/XF3F-L494] (describing complex system of subsoil license fees, taxes on revenue and extraction, export duties, and other taxes).
nearly half of the Russian government’s revenue in 2021 came from energy exports.96Energy Fact Sheet, supra note 2 (“Russia relies heavily on revenues from oil and natural gas, which in 2021 made up 45% of Russia’s federal budget.”). “Increased production and long periods of high prices gave President Vladimir Putin the resources to beef up Russia’s army and throw his weight around,” Ricardo Hausmann has observed.97Ricardo Hausmann, How to Eat Russia’s Oil Lunch, Project Syndicate (Mar. 31, 2022), https://www.project-syndicate.org/commentary/how-to-reduce-russias-share-of-global-oil-market-by-ricardo-hausmann-2022-03 [https://perma.cc/3ZDW-TVKT].

Since the costs of “throwing his weight around” did not appear in the market price, consumers did not account for them in deciding how much fossil fuel oil to buy. Europe kept paying Russia for energy, even as troops amassed on the Ukrainian border. Once the war began, the human toll from these purchases became clear: hundreds of thousands of casualties, millions of displaced civilians, and massive economic dislocation.98Helene Cooper, Russia and Ukraine Each Have Suffered Over 100,000 Casualties, the Top U.S. General Says, N.Y. Times (Nov. 10, 2022), https://www.nytimes.com
/2022/11/10/world/europe/ukraine-russia-war-casualties-deaths.html [https://perma.cc/2UKJ-TT2C] (explaining that the U.S. estimates 200,000 military and 40,000 civilian casualties and 15 to 30 million displaced civilians); Valerie Hopkins, Neil MacFarquhar, Steven Erlanger & Michael Levenson, 100 Days of War: Death, Destruction, and Loss, N.Y. Times (June 3, 2022), https://www.nytimes.com/2022/06/03/world/europe/russia-ukraine-war-100-days.html [https://perma.
cc/YA9X-J77V] (explaining the U.N. estimates that Ukraine’s GDP fell by 50% in 2022. Half of Ukraine’s businesses closed, 4.8 million jobs were lost, and 90% of the population were at risk of poverty).
As the foreign minister of Lithuania put it, “buying Russian oil and gas is financing war crimes.”99Jake Epstein, Lithuania’s Top Diplomat Says Buying Russian Oil and Gas is ‘Financing War Crimes’ and Urges EU Not to Be ‘an Accomplice,’ Bus. Insider (Apr. 4, 2022, 8:39 AM), https://www.businessinsider.com/lithuania-diplomat-says-buying-russian-oil-financing-war-crimes-ukraine-2022-4 [https://perma.cc/5WRP-UVTD] (quoting Gabrielius Landsbergis). Yet even as the war raged, Russia still earned nearly $1 billion per day exporting energy. Although the U.S. and its allies tried to stop buying from Russia, soaring oil prices—stoked in part by the war itself—kept Russia’s coffers full in the months following the invasion.100Hiroko Tabuchi, Russia’s Oil Revenue Soars Despite Sanctions, Study Finds, N.Y. Times (June 13, 2022), https://www.nytimes.com/2022/06/13/climate/russia-oil-gas-record-revenue.html [https://perma.cc/GG9N-C7QL] (citing new study by the Center for Research on Energy and Clean Air, a research organization based in Helsinki, Finland).

Russia is not the only fossil fuel exporter that threatens the U.S. and its allies. Iran uses export revenue to finance its nuclear program,101Crane et al., supra note 34, at 45–48. as well as terrorist organizations such as Hamas and Hezbollah.102Id. at 56–57. Venezuela poses a threat to its neighbors,103Maduro Government a Threat to U.S. National Security: Pompeo, Reuters (Apr. 10, 2019, 9:05 AM), https://www.reuters.com/article/us-venezuela-politics-pompeo/maduro-government-a-threat-to-u-s-national-security-pompeo-idUSKCN1RM25K [https://perma.cc/Y5CU-8YCA] (statement of Secretary of State Mike Pompeo) (“I don’t think there is any doubt that . . . the Maduro regime presents a threat to the United States of America.”). In November 2022, the U.S. shifted gears, allowing Venezuela to resume energy exports. Although the stated reason was to recognize the Maduro government’s willingness to engage in talks with the opposition, commentators believe the U.S. also was trying to bring down global oil prices, which spiked after Russia invaded Ukraine. See Matt Daily, Biden Gives Chevron Permit to Restart Venezuelan Oil Sales, Politico (Nov. 26, 2022, 3:08 PM), https://
http://www.politico.com/news/2022/11/26/biden-chevron-permit-venezuelan-oil-sales-00070836 [https://
perma.cc/W8PH-M5V4].
and Saudi Arabia funds institutions that promote Islamic extremism.104Crane et al., supra note 34 (noting Saudi financing of Wahhabi religious institutions).

2.  Extortion

Hostile fossil fuel exporters can threaten others by harnessing not just the revenue they earn, but also the leverage they exert.105Deutch et al., supra note 47 (“[C]ountries dependent on imports subtly modify their policies to be more congenial to suppliers.”). To influence their buyers’ policies, exporters can use fossil fuel as a carrot (by dangling favorable terms) or a stick (by threatening to stop selling).

Again, Russia’s invasion of Ukraine is a paradigmatic example. When Europe supported Ukraine, Russia retaliated by reducing the flow of natural gas, causing prices in Europe to skyrocket.106The Nord Stream 1 pipeline, connecting Russia and Germany, first slowed gas deliveries, then stopped them entirely, and then was damaged in explosions that many attribute to sabotage. Melissa Eddy, Pipeline Breaks Look Deliberate, Europeans Say, Exposing Vulnerability, N.Y. Times (Sept. 27, 2022), https://www.nytimes.com/2022/09/27/world/europe/pipeline-leak-russia-nord-stream.html [https://
perma.cc/GVU4-X4LB]; Adam Entous, Julian E. Barnes & Adam Goldman, Intelligence Suggests Pro-Ukrainian Group Sabotaged Pipelines, U.S. Officials Say, N.Y. Times (Mar. 7, 2023), https://www.nytimes.com/2023/03/07/us/politics/nord-stream-pipeline-sabotage-ukraine.html [https://
perma.cc/EK74-58ZP] (“New intelligence reviewed by U.S. officials suggests that a pro-Ukrainian group carried out the attack on the Nord Stream pipelines.”).
The goal was to pressure Europeans to “vote their pained pocketbooks,” Daniel Yergin and Michael Stoppart explained.107Daniel Yergin & Michael Stoppard, Winter in Europe May Be Springtime for Putin, Wall St. J. (Aug. 3, 2022, 6:28 PM), https://www.wsj.com/articles/winter-in-europe-may-be-springtime-for-putin-ukraine-energy-gas-supplier-war-european-union-shipments-pipeline-11659556722 [https://perma
.cc/6DNM-FJLC].
“The ultimate aim is to bring governments to power in Europe that aren’t committed to supporting Ukraine . . . .”108Id.

Unfortunately, Europe could not easily replace Russian gas on short notice. The price of LNG skyrocketed—even as U.S. firms redirected their LNG exports from Asia to Europe—because there were not enough liquefaction facilities to meet Europe’s needs.109Marianna Parraga, More U.S. LNG Heads to Europe Despite Output Constraints, Reuters (Oct 3, 2022, 12:16 PM), https://www.reuters.com/business/energy/more-us-lng-heads-europe-despite-output-constraints-2022-10-03 [https://perma.cc/FYC7-T58G]. These shortages exacted a severe economic toll as inflation spiked and the economy slowed.110Andreas Walstad, Energy Prices Trigger EU Inflation, Poor Worst Hit, Politico (Nov. 28, 2022, 6:00 AM), https://www.politico.eu/sponsored-content/energy-prices-trigger-eu-inflation-poor-worst-hit [https://perma.cc/4X4N-LNMP] (noting added burden on European households because of higher energy prices). This energy crisis exposed the geopolitical cost of depending on Russia, empowering it not only with export revenue, but also with the ability to turn off the spigot.

3.  Entrenching Repressive Regimes

Buying from hostile petrostates empowers them to harm not just the U.S. and its allies, but also their own people. Authoritarian leaders often use this revenue to line their own pockets and stay in power.111See Deutch, et al, supra note 47, at 9 (“Too often, these revenues accrue to a small minority that is unaccountable to any representative political authority.”). Again, this cost does not appear in the price at the pump.

Venezuela is a tragic example. Despite its vast oil reserves,112Amelia Cheatham, Diana Roy & Rocio Cara Labrador, Venezuela: The Rise and Fall of a Petrostate, Council on Foreign Rels. (Dec. 29, 2021, 10:30 AM), https://www.cfr.org/backgrounder/venezuela-crisis [https://perma.cc/R486-M4AC]. Venezuela has faced hyperinflation and a steep decline in GDP in recent years.113GDP fell by roughly two-thirds from 2014 to 2020. Id. Inflation reached an all-time high of 344,509.50% in February of 2019. Venezuela Inflation Rate, Trading Econ., https://tradingeconomics.com/venezuela/inflation-cpi [https://perma.cc/22T9-7P22]. The rate fell to a (still extreme) 686.4% in 2021. Nicolle Yapur, Venezuela Breaks One of World’s Longest Hyperinflation Bouts, Bloomberg (Jan. 14, 2022, 1:10 PM), https://www.bloomberg.com/news/articles/2022-01-14/venezuela-breaks-one-of-world-s-longest-hyperinflation-bouts [https://perma.cc/D3ZF-NM2R]. The poverty rate is 90%, and food shortages caused the average citizen to lose 24 pounds in 2017.114Robert Valencia, Venezuelans Are Losing a Lot of Weight Amid Money Crisis, Newsweek (Feb. 22, 2018, 4:30 PM), https://www.newsweek.com/venezuelans-are-losing-lot-weight-amid-money-crisis-816886 [https://perma.cc/LS56-4UUM]. Meanwhile, President Nicolás Maduro’s “policies are marked by authoritarianism, intolerance for dissent, and violent and systematic repression of human rights and fundamental freedoms.”115U.S. Relations with Venezuela: Bilateral Relations Fact Sheet, U.S. Dep’t of State), https://www.state.gov/u-s-relations-with-venezuela [https://perma.cc/APR8-FSAN].

Even so, Maduro clings to power by exporting oil. These sales represent 99% of the nation’s export earnings and about 25% of its GDP.116Cheatham et al., supra note 112. Maduro controls this revenue, using it to maintain the military’s support and reward political allies.117Scott Morgenstern & John Polga-Hecimovich, Why Venezuela’s Oil Money Could Keep Undermining its Economy and Democracy, Conversation (Feb. 8, 2019, 6:35 AM), https://theconversation.com/why-venezuelas-oil-money-could-keep-undermining-its-economy-and-democracy-111013 [https://perma.cc/S49F-CZGU] (“He installed military cronies as managers . . . . [C]orruption has run rampant.”).

To sum up, there are national security risks from buying oil and gas from Russia, Iran, and other threatening suppliers. These “funding externalities” arise when suppliers use export revenue to finance wars and terrorism abroad and repressive policies at home.

B.  Depending Less on Hostile Suppliers

So what should the U.S. and its allies do? How can they reduce these funding externalities? As with defense externalities, the key is to depend less on the wrong suppliers. Indeed, since the responses are so similar, the discussion here can be brief.

To avoid empowering hostile suppliers, the U.S. and its allies should stop buying from them, while encouraging others to do the same. But if these commercial ties need to be severed quickly, there is a risk of a supply shock. Indeed, this is what happened after Russia invaded Ukraine, prompting Europe to wean itself off of Russian oil, gas, and coal.118See supra Sections II.A.1 & 2.

How can the U.S. and its allies mitigate these supply shocks? As with defense externalities, the answer is a two-part effort. Along with reducing demand, they should tap more supply in friendly countries, such as the U.S., Canada, Mexico, Brazil, Norway, Israel, Cyprus, and the U.K.

In responding to funding externalities, the U.S. and its allies face an additional challenge, which does not arise with defense externalities: persuading other countries to stop buying from the relevant supplier.

Why the difference? Either way, the U.S. and its allies do not buy from the supplier, but the reason is different. With defense externalities, the supplier cannot sell (for example, because it has been invaded). In contrast, with funding externalities, the supplier might still want to sell, but the U.S. and its allies do not want to buy from it (for example, because it has launched an invasion).

In refusing to buy, their goal is to deprive the supplier of revenue, and thus to reduce its military and economic power. Yet this goal will not be achieved if the supplier can simply sell to other buyers. To discourage these other buyers, the U.S. and its allies can try a range of policies, including embargoes, tariffs, price caps, restrictions on financing and insuring cargoes, sanctions on buyers, and the like.

Admittedly, these policies can be hard to enforce. Some countries will not adopt them. Hostile suppliers also might evade them with deception (for example, by selling through intermediaries, falsifying records, and so forth).

Fortunately, however, even porous sanctions can still reduce funding externalities, as long as they force the hostile supplier to sell at a discount, eroding the funding for its harmful agenda. For example, even though China and India did not join the U.S.-led embargo of Russian oil in 2022, they bought this oil at a steep discount.119Russian Oil Selling at 30% Discount to Global Benchmark, Data Show, Bloomberg (May 31, 2022, 3:56 AM), https://www.bloomberg.com/news/articles/2022-05-31/the-deepening-discounts-on-russian-oil-in-the-country-s-own-data [https://perma.cc/7GE5-MYX3]. The discount has narrowed as Russia has figured out more ways to evade Western sanctions. Lisa Shidler, Not Giving In – Is The G-7’S Price Cap On Russian Crude Oil Exports Having Its Intended Effect?, RBN Energy (Jan. 30,
2024), https://rbnenergy.com/not-giving-in-is-the-g7s-price-cap-on-russian-crude-oil-exports-having-its-intended-effect (noting that discount on Russian crude has gone from $40 in early 2023 to $17 in the second half of 2023).

C.  Objections to Considering Funding Externalities in Energy Policy

While this Article warns about risks from buying fossil fuel from hostile suppliers and offers a strategy to deal with these funding externalities, some commentators are not troubled by these risks. In their view, the real problem is with the hostile regime itself, not with the commodities it exports, and that sometimes the best way to moderate the regime is to buy its energy. This Section responds to these claims.

1.  The Problem is the Regime, Not its Fossil Fuel Exports

Even though a number of fossil fuel exporters pose a threat to the U.S. and its allies, some commentators urge us to distinguish between these regimes, on the one hand, and their exports, on the other.120See, e.g., Crane et al., supra note 34, at 57 (“[O]il revenues provide a means, not a motivation.”). This argument is a bit like the mantra of some gun rights advocates: “Guns don’t kill people, people kill people.”121Michael Shammas, It’s Time to Retire the ‘Guns Don’t Kill People—People Kill People’ Argument. Guns DO kill People, Medium (Apr. 5, 2018), https://medium.com/@mshammas/its-time-to-retire-the-guns-don-t-kill-people-people-kill-people-argument-60d91889f806 [https://perma.cc/X5HS-BAZF] (critiquing view of gun control opponents that “guns don’t kill people, people kill people”). In this spirit, “fossil fuel exports don’t harm people, exporting regimes do.”

They are right that not all fossil fuel exporters are threatening. After all, Canada and Norway are major exporters.122Daniel Workman, Crude Oil Exports by Country, World’s Top Exports, https://www.worldstopexports.com/worlds-top-oil-exports-country [https://perma.cc/CKL3-GM3X]. At the same time, some potentially threatening regimes are not fossil fuel exporters, including China and North Korea.123As the 2009 RAND study put it, “Oil exports are not a necessary condition for financing rogue states.” Crane et al., supra note 34, at 43.

But unfortunately, some fossil fuel exporters clearly do pose a threat to the U.S. and its allies, including Russia and Iran. Their fossil fuel exports give them more power to pursue their threatening ambitions. Indeed, if the invasion of Ukraine in 2022 has taught us anything, it has revealed the folly of ignoring defense costs in energy policy. The willingness of Europe—and of Germany in particular—to become so dependent on Russian energy has turned out to be a grave mistake.

In Russia, Iran, and other energy producers, energy exports do not just facilitate harmful behavior; in some cases, they actually cause it. As Michael Ross has argued, a government funded by energy exports is less accountable,124Michael L. Ross, The Oil Curse: How Petroleum Wealth Shapes the Development of Nations 74 (2012) (explaining that oil rich countries are 50% more likely to be ruled by autocrats and none have successfully become democracies between 1960 and 2010). and thus is more likely to pursue reckless policies. To extract oil and gas, the government can rely on a small fraction of the population (or on foreign partners).125See, e.g., id. (noting that oil and gas accounts for 90% of Saudi Arabia’s GDP but employs only 1.6% of population). So, instead of depending on the labor, tax dollars, and the good will of its people, the regime can use export revenue to fund a police state, buy off dissent, and control the press.126Id. at 63. This revenue also can cause a “resource curse,” undermining entrepreneurship, diversified growth, and the social rights they facilitate.127Jeffrey D. Sachs & Andrew M. Warner, Natural Resources and Economic Development: The Curse of Natural Resources, 45 Eur. Econ. Rev. 827, 828, 837 (2001). For a regime presiding over this sort of stagnant economy, an aggressive foreign policy can rally domestic support, tapping into nationalist sentiment, justifying military expenditures that keep the military on its side, and distracting citizens from the regime’s failings. As a result, it is no accident that petrostates tend to be unstable or aggressive (or both).

In short, it is not always persuasive to distinguish between a threatening regime and its fossil fuel exports. These exports facilitate (and sometimes may even motivate) its aggressive and repressive policies.

2.  Target the Harmful Conduct, Not the Revenue That Funds It

Even if fossil fuel exports contribute to harmful conduct, some commentators argue that the right response is to target the conduct, not the revenue that pays for it.

It would be better “to address the foreign policy problem directly,” the National Research Council argued in its 2006 report, instead of “reduc[ing] oil consumption to lower world prices,” since “such an effort would be an imperfect proxy for better targeted instruments and would hurt oil producing friends and foe alike.”128Nat’l Rsch. Council of the Nat’l Acads., supra note 4, at 333. In making this argument, the National Research Council incorrectly asserts that there is no negative externality when someone buys fossil fuel from hostile or repressive regimes:

A simple analogy illustrates the problem with viewing that situation as an externality. Let us assume that my neighbor burns trash in his backyard that causes pollution that adversely affects my household. This is a clear externality. Further assume that I purchase commodities in a store owned by my neighbor. My consumption thus provides income for my neighbor that leads him to purchase more commodities and produce more trash to be burned. My purchase of goods from my neighbor’s store is not an externality. Rather, the neighbor’s burning of trash is the externality.

Id. at 331.Yet even though externalities affect third parties, there is no third party in this example; rather, the same person spends money in the store and lives next door. To illustrate the externality, let us change the example so someone else—not the wronged neighbor—spends this money: R likes to burn trash, which harms U, who lives next door. Meanwhile, G, who lives far away, spends money in R’s store, giving R the funds needed to set large and toxic bonfires. If we substitute “Russia” for R, “Ukraine” for U, and “Germany” for G, we see that G’s transaction with R hurts U, who is not part of their transaction. This clearly is an externality.

Admittedly, targeting the behavior is sometimes more efficient, but this is not always true. In some situations, going after the revenue stream could be cheaper, less risky, more technologically feasible, or otherwise more effective. Nor are these approaches necessarily alternatives.129Schizer, Energy Subsidies, supra note 6, at 259 n.78. For example, when Russia invaded Ukraine, the U.S. and its European allies reduced their purchases of oil and gas from Russia, while also supplying military and humanitarian aid to Ukraine. Ultimately, the right answer is to pick the response—or, indeed, the combination of responses—that is most efficient under the circumstances.

3.  Exports Might Moderate the Regime

In this spirit, there may be times when the most efficient course is not to stop buying from a hostile regime, but to buy more from them. If trade would moderate a hostile regime, persuading it not to pursue aggressive or repressive policies, the externalities for these purchases actually would be positive, instead of negative.130Id. at 260.

How can trade have this beneficial impact? For one thing, it gives a regime’s leaders something to lose. They may shy away from an aggressive policy if they think it will jeopardize export revenue (but not if they expect this revenue to continue anyway). In addition, trade can moderate a regime by empowering constituencies that press for change, such as a pro-Western middle class. Unfortunately, fossil fuel exports often have the opposite effect of strengthening regime loyalists.131See supra Section II.A.3.

For decades, Germany hoped to moderate Russia through trade (and, a cynic would add, to reap the commercial advantages of cheap Russian energy). Angela Merkel doggedly pursued this policy as chancellor.132Katrin Bennhold, The Former Chancellor Who Became Putin’s Man in Germany, N.Y. Times (Apr. 23, 2022), https://www.nytimes.com/2022/04/23/world/europe/schroder-germany-russia-gas-ukraine-war-energy.html [https://perma.cc/U3F2-ESPG]. Her predecessor, Gerhard Schröder, struck the deal to build the Nord Stream 1 pipeline and then earned sizable sums after leaving office as chair of the pipeline’s shareholder committee and a board member of Russia’s state-controlled oil company.133Id. Schröder has not been willing to concede error even after Russia invaded Ukraine. “I don’t do mea culpa,” he said.134Id. “It’s not my thing.”135Id. Nevertheless, his approach to Russia has been thoroughly discredited. “Obviously, this policy has totally failed,” said Marcel Dirsus, a German security expert, articulating a widely shared view.136Hans von der Burchard, Ukraine Crisis Prompts Germany to Rethink Russian Gas Addiction, Politico (Feb. 22, 2022, 11:42 PM), https://www.politico.eu/article/germany-russia-gas-ukraine-crisis-nord-stream [https://perma.cc/VEX7-JRCQ] (quoting Marcel Dirsus).

Yet, although commercial ties have not moderated Russia (but, on the contrary, have made the country a more dangerous foe), this will not be true of every regime. To predict the effect of export revenue, policymakers need to make context-specific judgments about a country’s leadership, the potential influence of other constituencies, and the like. But the general assumption in this Article is that policymakers will want to weaken and deter hostile regimes, not to rely on trade to moderate them.

To sum up, the key to weakening hostile suppliers is to depend on them less. In this spirit, the U.S. and its allies should reduce demand for oil and gas, while also looking for new (friendly) suppliers. Through this two-part strategy, energy policy can enhance national security by reducing both defense and funding externalities.

III.  ENVIRONMENTAL GOALS AND CONSTRAINTS: CLIMATE, POLLUTION, AND THE AUTHORITARIAN COMPARATIVE ADVANTAGE IN ENERGY PRODUCTION

So far, this Article has focused exclusively on national security. Yet environmental goals are also important in energy policy, so we need to understand how these goals affect the analysis. What are the environmental implications of the proposal in Parts I and II to reduce demand for fossil fuels and tap new supply? What changes, if any, are needed to ensure that this strategy protects the environment, as well as national security? The rest of this Article focuses on these issues.

To lay the groundwork for this analysis, this Part briefly surveys two familiar environmental goals in energy policy: limiting climate change and pollution. How can we advance these goals, while also reducing demand for fossil fuel and tapping new supply? Parts IV, V, and VI identify synergies and tensions among these various goals, showing how to make progress on all fronts.

But before the rest of this Article digs into these policy details, this Part identifies a blunter tension between the environment and national security, which is rooted more in political economy than in policy. To enhance national security, the U.S. and its allies should produce more energy domestically, so they depend less on insecure and hostile suppliers. But unfortunately, democracies are not easy places to produce energy. Opposition to energy production—whether from local residents, environmental organizations, or other groups—gains more traction in democracies than in authoritarian regimes. As a result, the production of fossil fuel gravitates to authoritarian countries, as do some aspects of the production of clean energy. This unfortunate reality, which this Article calls the “authoritarian comparative advantage,” can harm both national security and the environment.

A.  Climate Harm from Fossil Fuels

The connection between energy policy and climate change is familiar: fossil fuel is the key driver of rising temperatures.

1.  Fossil Fuel, Emissions, and the Social Cost of Rising Temperatures

The concentration of CO2 in the atmosphere has increased by 50% in the 250 years since the industrial revolution began.137 News Release, Nat’l Oceanic and Atmospheric Admin., Carbon Dioxide Now More Than 50% Higher Than Pre-Industrial Levels (June 3, 2022), https://www.noaa.gov/news-release/carbon-dioxide-now-more-than-50-higher-than-pre-industrial-levels [https://perma.cc/C384-KLAJ] (noting that current concentration of CO2 in atmosphere of 421 parts per million (ppm) is up from 280 ppm before the industrial revolution). A scientific consensus has emerged that these emissions are raising global temperatures.138 Intergovernmental Panel on Climate Change, Climate Change 2021: The Physical Science Basis 5 (2021) [hereinafter IPCC, Climate Change 2021], https://
report.ipcc.ch/ar6/wg1/IPCC_AR6_WGI_FullReport.pdf   [permalink] (“The likely range of total human-caused global surface temperature increase from 1850–1900 to 2010–2019 is 0.8°C to 1.3°C, with a best estimate of 1.07°C.” (footnote omitted)).

“The largest source of CO2, and of overall greenhouse gas emissions,” the EPA recently reported, “was fossil fuel combustion primarily from transportation and power generation.”139EPA, Inventory of U.S. Greenhouse Gas Emissions and Sinks 1990–2020  ES-7 (2022) [hereinafter Sinks 1990–2020], https://www.epa.gov/system/files/documents/2022-04/us-ghg-inventory-2022-main-text.pdf [https://perma.cc/MJM9-Q6R9]. For example, petroleum represents 90% of transportation fuel in the U.S., accounting for 27% of total U.S. emissions.

According to the U.N. Intergovernmental Panel on Climate Change (“UN IPCC”), rising emissions are already causing a range of harms, including extreme weather, wildfires, water shortages, rising sea levels, more heat-related deaths, and species extinctions.140Intergovernmental Panel on Climate Change, Climate Change 2022: Impacts, Adaptation and Vulnerability 9-13 (2022) [hereinafter IPCC, Climate Change 2022], https://report.ipcc.ch/ar6/wg2/IPCC_AR6_WGII_FullReport.pdf [permalink]; see also Risky Bus. Project, The Economic Risks of Climate Change in the United States (2014), https://riskybusiness.org/report/national [https://perma.cc/5KXN-GSU3]. Looking ahead, the UN IPCC warns of significant economic losses from submerged coastal property, damaged infrastructure, effects of heat on health and productivity, storm damage, and reduced crop yields.141IPCC, Climate Change 2022, supra note 140, at 14–20.

These costs do not appear in the market price of energy. So, like the funding and defense externalities discussed above, consumers do not account for them in deciding how much energy to use.

2.  Climate Change as a National Security Threat

In addition to the costs described above, the Biden Administration has emphasized that some climate harms affect national security. When the administration requested an analysis of this question, the intelligence community highlighted three issues. First, there will be geopolitical tension about how to respond to climate change, including the speed of the response, who will pay for it, and whether China and India will join the effort.142Nat’l Intel. Estimate, Climate Change and International Responses Increasing Challenges to US National Security Through 2040, at 1 (2021) [hereinafter Climate Change International], https://www.dni.gov/files/ODNI/documents/assessments/NIE_Climate_Change_and
_National_Security.pdf [https://perma.cc/PWX4-RJYP]. The Administration tasked the intelligence community with analyzing this issue. See id. at i–ii.

Second, nations may clash over resources and refugees. For instance, there will be competition for fresh water, as well as for resources in the Arctic, a region that will become more accessible as temperatures rise.143Id. at 8, 10. In addition, when areas become uninhabitable, the flight of refugees will stoke tensions along borders.144Id. at 10.

Third, climate change will be especially costly in warmer regions. This could “increase the potential for instability and possibly internal conflict” in central Africa, Latin America, South and East Asia, and island nations in the Pacific.145Id. at 11.

In principle, this Article could label these climate-related national security risks either “climate” costs or “national security” costs. For clarity of exposition, this Article calls them “climate” costs, as noted above,146See supra Section I.A.2. but this choice should not affect the analysis. After all, a cost is a cost, regardless of what we call it. Either way, energy policy is more efficient if it accounts for these externalities, as well as the others flagged in this Article.

3.  Reducing Climate Externalities from Fossil Fuel

To mitigate climate harms, the UN IPCC has called for “[n]ear term actions that limit global warming to close to 1.5°C.”147IPCC, Climate Change 2022, supra note 140, at 13.  This step, the UN IPCC has said, “would substantially reduce projected losses and damages related to climate change.”148Id.

Given the role of fossil fuel in climate change, energy policy needs to feature prominently in this effort. The right policies can reduce climate change in three ways. The first is to dial back the use of fossil fuel. Greater energy efficiency reduces the need for it, as does the wider use of clean energy, such as solar, wind, and nuclear power.

Second, since fossil fuels vary in their climate impacts, it is better to use ones with lower carbon footprints. Coal is the worst offender, since burning it produces nearly twice as much CO2 as burning natural gas.149Carbon Dioxide Emissions Coefficients, U.S. Energy Info. Admin. (Oct. 5, 2022), https://www.eia.gov/environment/emissions/co2_vol_mass.php [https://perma.cc/D96D-LLTA] (noting that coal emits 211.87 pounds of CO2 per million Btu, while natural gas emits only 116.65 points per million Btu). Admittedly, natural gas has a limitation of its own: its main component, methane, is a potent greenhouse gas that can leak into the atmosphere.150Benjamin Storrow, Methane Leaks Erase Some of the Climate Benefits of Natural Gas, Sci. Am. (May 5, 2020), https://www.scientificamerican.com/article/methane-leaks-erase-some-of-the-climate-benefits-of-natural-gas [https://perma.cc/3UW6-LZBF]. But as long as these leaks are prevented—and they are, indeed, preventable—emissions can be slashed by replacing coal with natural gas.151Id. (noting that technology to curb leaks is widely available and quoting the Environmental Defense Fund’s Chief Scientist Steve Hamburg in saying that “[t]here is no need for this pollution. It is just completely unnecessary.”).

This is precisely what has happened in the U.S., causing U.S. emissions to fall even as they have increased in China, India, and the developing world (and thus overall).152IPCC, Climate Change 2021, supra note 138, at 8 (“In 2019, atmospheric CO₂ concentrations were higher than at any time in at least 2 million years . . . .”). In the U.S., the percentage of electricity generated by coal fell from about 50% to 24% between 2007 and 2019, with natural gas picking up most of the slack. “That was the main reason,” Dan Yergin observed, “why U.S. carbon dioxide (CO2) emissions dropped down to the levels of the early 1990s, despite a doubling in the U.S. economy.”153Yergin, supra note 23, at 12–13; see also Electric Power Sector CO2 Emissions Drop as Generation Mix Shifts from Coal to Natural Gas, U.S. Energy Info. Admin. (June 9, 2021), https://www.eia.gov/todayinenergy/detail.php?id=48296 [https://perma.cc/RHA8-HH7W] (“Although both the increased use of renewables and the shift from coal-fired to natural gas-fired generation contributed to reductions in electric power sector CO2 emissions, the shift from coal to natural gas had a larger effect.”). According to EPA, U.S. emissions decreased by 13% from 2005 to 2019 (including a 1.7% decline from 2018 to 2019). EPA, Inventory of U.S. Greenhouse Gas Emissions and Sinks 1990–2019  ES-4 (2021), https://www.epa.gov/sites/default/files/2021-04/documents/us-ghg-inventory-2021-main-text.pdf [https://perma.cc/C6CM-UQGQ] (attributing decline in emissions to greater energy efficiency, as well as “a continued shift from coal to less carbon intensive natural gas and renewables in the electric power sector.”). Notably, there was a steep decline in 2020, driven largely by the pandemic, but this was temporary. See Sinks 1990–2020, supra note 139, at ES-4 (“The sharp decline in emissions from 2019 to 2020 is largely due to the impacts of the coronavirus (COVID-19) pandemic on travel and economic activity.”).

Third, along with using less fossil fuel and changing the ones we use, another strategy is to offset or capture emissions. Planting trees and reclaiming land reduces the concentration of CO2, as does trapping emissions underground or converting them into chemicals or plastics.154Vincent Gonzalez, Alan Krupnick & Lauren Dunlap, Carbon Capture and Storage 101, Res. for the Future (May 6, 2020), https://www.rff.org/publications/explainers/carbon-capture-and-storage-101 [https://perma.cc/7AR3-9WUU].

B.  Pollution from Fossil Fuel

Along with climate change, energy policy also needs to account for pollution. It is well understood that fossil fuel is dirty to extract, transport, and burn, and that these costs are not always reflected in the market price.

1.  Polluting Air, Water, and Soil

Extracting fossil fuel can damage the air, water, and land, harming human health, disrupting local economies, and disturbing animal habitats. Perhaps the most extreme example was the accident at Deepwater Horizon, an offshore oil rig, that released 130 million gallons of oil into the Gulf of Mexico in 2010. Tragically, it took eighty-seven days to stop the oil from flowing. During those long weeks, the spill caused $17.2 billion of environmental damage to animals, beaches, coral, fish, and marshes.155Mike Gaworecki, BP’s Deepwater Horizon Oil Spill Caused $17.2 Billion in Environmental Damage to the Gulf of Mexico, Mongabay (Apr. 20, 2017), https://news.mongabay.com/2017/04/bps-deepwater-horizon-oil-spill-caused-17-2-billion-in-environmental-damage-to-the-gulf-of-mexico [https
://perma.cc/7ZCW-CMPD].
The spill killed millions of marine mammals, sea turtles, birds, and fish,156Joan Meiners, Ten Years Later, BP Oil Spill Continues to Harm Wildlife—Especially Dolphins, Nat’l Geographic (Apr. 17, 2020), https://www.nationalgeographic.com/animals/article/how-is-wildlife-doing-now–ten-years-after-the-deepwater-horizon [https://perma.cc/7U3Z-5VLY]. while also causing lasting health problems among workers who cleaned up the spill.157Mark A. D’Andrea & G. Kesava Reddy, The Development of Long-Term Adverse Health Effects in Oil Spill Cleanup Workers of the Deepwater Horizon Offshore Drilling Rig Disaster, 6 Frontiers in Public Health 1, 1 (2018) (“[Workers involved in cleanup developed] persistent alterations or worsening of their hematological, hepatic, pulmonary, and cardiac functions,” as well as “prolonged or worsening illness symptoms even 7 years after their exposure to the oil spill.”).

Extracting fossil fuel can cause pollution in more mundane ways as well. Coal mining causes miners to contract black lung disease and other health problems,158Mining Topic: Respiratory Diseases, CDC, https://www.cdc.gov/niosh/mining/
topics/respiratorydiseases.html [https://perma.cc/HMU5-N9XQ].
while also polluting streams and disfiguring landscapes. For example, “[m]ountaintop removal, a particularly destructive form of surface mining, involves stripping all trees and other vegetation from peaks and hilltops,” the Union of Concerned Scientists has explained, “and then blasting away hundreds of feet of the earth below with explosives.”159The Hidden Costs of Fossil Fuels, Union of Concerned Scientists (July 15, 2008), https://www.ucsusa.org/resources/hidden-costs-fossil-fuels [https://perma.cc/L2KQ-F8VG]. Likewise, extracting oil and gas also can cause pollution. For example, wastewater from hydraulic fracturing can contaminate water or induce seismic activity if not disposed of properly.160See Merrill & Schizer, supra note 75, at 179–96 (discussing seismic risks and water contamination).

Transporting fossil fuels can also cause pollution, for instance, when pipelines leak or there are accidents involving tankers, barges, trains, and trucks. In March of 1989, for example, the Exxon Valdez, an oil supertanker, ran aground in Prince William Sound, releasing 11 million gallons of oil.161Shamseer Mambra, The Complete Story of the Exxon Valdez Oil Spill, Marine Insight (Mar. 23, 2022), https://www.marineinsight.com/maritime-history/the-complete-story-of-the-exxon-valdez-oil-spill [https://perma.cc/L7CY-77RX]. While the ship’s hungover captain slept, his third mate missed a turn. This careless mistake dealt a devastating blow to local wildlife, with some effects lasting for years.162Doug Struck, Twenty Years Later, Impacts of the Exxon Valdez Linger, Yale Env’t 360 (Mar. 24, 2009), https://e360.yale.edu/features/twenty_years_later_impacts__of_the_exxon_valdez_linger [https://perma.cc/9TBY-6PZL].

Likewise, a train carrying oil exploded in the small Canadian town of Lac-Mégantic in July of 2013, killing forty-seven people, destroying over forty buildings, and releasing millions of gallons of oil into the soil and the nearby Chaudière River. Sadly, another seven trains carrying oil derailed in Canada between 2013 and 2020.163Guy Quenneville, Dave Seglins & Joseph Loiero, Why Crude Oil Trains Keep Derailing and Exploding in Canada—Even After the Lac-Mégantic Disaster, CBC (June 15, 2020, 1:00 AM), https://www.cbc.ca/news/canada/saskatoon/lac-megantic-crude-oil-train-canada-guernsey-saskatche
wan-rail-1.5608769 [https://perma.cc/53LD-23VP].

Even if there are no mishaps in extracting or transporting fossil fuel, burning it is a familiar source of pollution. For example, coal-fired power plants and factories cause smog and acid rain, which can affect air quality thousands of miles away.164Stephanie A. Ewing, John N. Christensen, Shaun T. Brown, Richard A. Vancuren, Steven S. Cliff & Donald J. Depaolo, Pb Isotopes as an Indicator of the Asian Contribution to Particulate Air Pollution in Urban California, 44 Env’t Sci. Tech. 8911, 8911 (2010) (finding that 29% of airborne Pbs in the San Francisco area originated in Asia). Auto exhaust also degrades air quality.165Vehicles, Air Pollution, and Human Health, Union of Concerned Scientists (July 18, 2014), https://www.ucsusa.org/resources/vehicles-air-pollution-human-health [https://perma.cc/9ZL6-3UNE] (noting that passenger vehicles and trucks are major sources of pollution). Indeed, air pollution from fossil fuel harms human health in a range of ways.166Karn Vohra, Alina Vodonos, Joel Schwartz, Eloise A. Marais, Melissa P. Sulprizio & Loretta J. Mickley, Global Mortality from Outdoor Fine Particle Pollution Generated by Fossil Fuel Combustion: Results from GEOS-Chem, 195 Env’t Rsch. 110754, 110759 (2021) (estimating deaths from fossil fuel pollution).

2.  Reducing Pollution from Fossil Fuel

How can energy policy reduce pollution from fossil fuel? Although the literature on this topic is vast, and the details are beyond this Article’s scope, it is worth emphasizing that the three responses to climate change, noted above, also reduce pollution.

First, using less fossil fuel generally reduces the pollution it causes. Again, energy efficiency and clean energy can help, although some types of clean energy have pollution risks of their own (such as the radioactive waste from nuclear power).167See Michael Hendryx, Keith J. Zullig & Juhua Luo, Impacts of Coal Use on Health, 41 Ann. Rev. Pub. Health 397, 406 (2020) (“In sum, it is clear that no fuel source for power generation is entirely benign, although renewables pose a substantially smaller risk potential for human health than do fossil fuels.” (citations omitted)).

Second, some types of fossil fuel are dirtier than others. Again, coal is the worst of them. It produces the most pollution, and its pollutants are most harmful to human health168Id. at 403 (“Per kilowatt hour, coal combustion generates more particulate matter, heavy metals, sulfur dioxide, and nitrogen oxides than does natural gas or other fuels. In turn, coal combustion pollutants contribute to widespread organ system pathology and to substantially greater mortality and morbidity compared with other fuel sources.” (citations omitted)). At the same time, some types of coal—and, indeed, some types of mining—are worse than others.169For example, different types of coal produce different levels of sulphur dioxide, while surface or “strip” mining harms landscapes more than subsurface mining. See, e.g., HEAL Briefing, Lignite Coal—Health Effects and Recommendations from the Health Sector 4 (Genon K. Jenson et al. eds., 2018), https://www.env-health.org/wp-content/uploads/2018/12/HEAL-Lignite-Briefing-en_web.pdf [https://
perma.cc/8MXX-6PHJ] (“Lignite, also called brown coal, is the most health harming type of coal.”); Coal Explained: Coal and the Environment, U.S. Energy Info. Admin. [hereinafter Coal Explained], https://www.eia.gov/energyexplained/coal/coal-and-the-environment.php [https://perma.cc/F7ZV-JJ47] (“Underground mines generally affect the landscape less than surface mines.”).
As a result, replacing coal with natural gas reduces pollution, as well as emissions.

Third, when fossil fuels are used, there are ways to keep pollutants from being released. For instance, thick well casings prevent fracking fluid from seeping into drinking water when oil is extracted, while tankers with two hulls prevent oil spills when oil is transported.170Merrill & Schizer, supra note 75, at 166–70 (discussing ways to avert release of wastewater); Doug Helton, The Spills That Never Happened Thanks to Double Hulls, NOAA Off. Response Restoration Blog (Mar. 26, 2021, 1:44 PM), https://blog.response.restoration.noaa.gov/spills-never-happened-thanks-double-hulls [https://perma.cc/K95Y-F2HA]. Likewise, catalytic converters in cars and scrubbers in power plants contain some pollutants when fossil fuel is burned.171Theo Schmit, The Catalytic Converter: Its Pros and Cons in the Modern World, Sequoyah Stem Inst. Blog (Feb. 6, 2019), https://sequoyahsteminstitute.org/blog/2019/2/1/the-catalytic-converter-its-pros-and-cons-in-the-modern-world [https://perma.cc/5E2K-4AV3] (noting that the catalytic converter “has been highly effective in reducing air pollution, especially in major cities”); Coal Explained, supra note 169 (“Power plants use flue gas desulfurization equipment, also known as scrubbers, to clean sulfur from the smoke before it leaves their smokestacks.”).

C.  National Security and the Environment: Synergies and Tensions

So far, this Article has showed that the U.S. and its allies need to pursue a range of goals in energy policy. Along with encouraging firms to generate and transport energy efficiently and reliably—goals that a competitive market usually is well suited to advance—policymakers also need to address four externalities, which require government intervention: first, the cost of protecting insecure suppliers; second, the cost of funding hostile suppliers; third, the cost of climate change; and fourth, the cost of pollution.

As Parts I and II showed, the key to addressing the first two externalities—and, thus, to protecting national security—is to reduce demand for fossil fuel, while also tapping new supply in secure and friendly countries. Yet what effect does this two-part strategy have on the environment?

In principle, the first strategy—reducing demand—has the potential to advance environmental goals. After all, using less fossil fuel can reduce emissions and pollution. But in fact, reducing demand is not always a “win-win” for national security and the environment. For example, even as clean energy eases dependence on problematic fossil fuel suppliers (such as Russia), it increases dependence on problematic clean energy suppliers (such as China). Part IV analyzes various options to reduce demand for fossil fuel, highlighting synergies and tensions between national security and environmental goals.

What about the second part of the two-part strategy? Is it feasible to tap new sources of fossil fuel while also protecting the environment? At first blush, these goals seem to conflict. Instead of drilling new wells (to protect national security), aren’t we supposed to phase out fossil fuel (to protect the environment)? But in fact, this tension can be resolved with the right policies, which tap new sources of fossil fuel while still reducing emissions and pollution. The key is for the new sources to be lower-carbon fossil fuels (for example, natural gas instead of coal) and for them to replace, instead of adding to, existing sources. Part V considers a range of strategies to tap new supplies of fossil fuel, identifying synergies and tensions between national security and environmental goals.

D.  Authoritarian Comparative Advantage

The rest of this Article shows how nuanced policy judgments, with careful attention to the relevant tradeoffs, can deliver gains for both national security and the environment. But before turning to this challenge of policy, it is important to highlight a challenge of political economy that complicates efforts to adopt better policies: compared with authoritarian regimes, democracies are at a disadvantage in producing and transporting energy.

In a nutshell, the problem is interest group opposition. When democratic governments are asked to approve new wells, pipelines, or other fossil fuel infrastructure, there is almost always opposition from environmental groups, local residents and businesses (motivated by “not in my backyard” or “NIMBY” concerns), regulators who protect culturally significant sites, and economic competitors (such as coal companies, which regularly oppose natural gas pipelines).172See, e.g., Sam Levin, Dakota Access: Company Under Scrutiny over Sacred Artifacts in Oil Pipeline’s Path, Guardian (Nov. 5, 2016, 8:00 PM), https://www.theguardian.com/us-news/2016/nov/05/dakota-access-oil-pipeline-native-american-artifacts-discovered [https://perma.cc/
6RNE-HM8J]; Matt Reynolds, Coal Companies Lose Battle over Gas Pipeline, Courthouse News Serv. (Oct. 6, 2010), https://www.courthousenews.com/coal-companies-losebattle-over-gas-pipeline [https://perma.cc/LYF8-BXFF].
In the U.S. and Europe, these coalitions have banned fracking in several jurisdictions, halted drilling in some places, and blocked pipelines and LNG terminals.

Ironically, similar dynamics also have thwarted clean energy projects, including nuclear power plants and wind and solar facilities.173Matthew Dalton, Tourism and Manufacturing Fight for the Future of Power in Europe, Wall St. J. (Jan. 2, 2023, 1:19 PM), https://www.wsj.com/articles/tourism-manufacturing-fight-wind-power-natural-gas-europe-11672682789 [https://perma.cc/DVS7-GU63] (“Europe’s plans to install wind and solar power . . . [are] running into opposition from residents and officials who say a wave of new projects will harm the region’s landscapes, cultural sites, and valuable tourism industry.”); Katharine Q. Seelye, After 16 Years, Hopes for Cape Cod Wind Farm Float Away, N.Y. Times (Dec. 19, 2017), https://www.nytimes.com/2017/12/19/us/offshore-cape-wind-farm.html [https://perma.cc/9UJT-EBKV]. For example, after a failed effort to secure approval, which took sixteen years and cost $100 million, a clean energy company gave up on installing wind turbines off the coast of Cape Cod.174Seelye, supra note 173. “The project unfortunately demonstrated,” observed a Massachusetts regulator who supported the project, “that well-funded opposition groups can effectively use the American court system to stop even a project with no material adverse environmental impacts . . . .”175Id. (quoting Ian Bowles, former state secretary of energy and environmental affairs).

In contrast, this sort of interest group pressure gains much less traction in authoritarian regimes. For instance, environmental campaigns in Russia often “butt up against political realities,” observed a 2021 report by a U.S. think tank, “leading to the prosecution of activists and even physical threats and abuse toward . . . them by state institutions, often on behalf of a private company.”176Angelina Davydova, Environmental Activism in Russia: Strategies and Prospects (Mar. 3, 2021), Ctr. Strategic & Int’l Studs., https://www.csis.org/analysis/environmental-activism-russia-strategies-and-prospects [https://perma.cc/2X7H-M98Z]. Likewise, “it can be said that there is no green movement in Iran,” concluded a 2019 study by Iranian academics.177Faezeh Hashemi, Hasan Sadighi, Mohammad Chizari & Enayat Abbasi, The Relationship Between ENGOs and Government in Iran, Heliyon 1, 3 (Nov. 8, 2019), https://www.ncbi.
nlm.nih.gov/pmc/articles/PMC6926184 [https://perma.cc/97SB-ZFSC].
“Policy makers in Iran still don’t cooperate with ENGOs [environmental NGOs] and even newspapers consider them as marginal issues.”178Id.

As a result, fossil fuel production (and, indeed, some clean energy initiatives) gravitate to authoritarian countries. In a sense, their insulation from political pressure gives them an edge, which this Article calls “authoritarian comparative advantage.”

This is the mirror image of a more familiar idea, noted above, that extractive industries encourage authoritarianism (for example, by freeing governments from depending on citizens for tax revenue and labor).179See supra Section II.C.1. The point here is that the causal link can run in the other direction as well: not only do extractive industries facilitate authoritarianism, but authoritarianism also can facilitate extractive industries.

To weaken the competition, some authoritarian leaders cynically encourage environmental opposition in democracies. For example, Vladimir Putin regularly warns western audiences of the risks of fracking. “Today’s technology of shale oil production and shale gas,” he said at a 2019 business conference, “are without any doubt . . . barbaric.”180Sam Meredith, Russia’s Putin Says Shale Oil Technologies Are ‘Barbaric’, CNBC (Nov. 20, 2019, 10:52 AM), https://www.cnbc.com/2019/11/20/russias-putin-says-shale-oil-technologies-are-barbaric.html [https://perma.cc/XEA3-YTEG] (quoting Vladimir Putin). He made the same point quite heatedly at an earlier conference. “I was going to ask him a normal question about diversifying your economy,” recalled energy expert Daniel Yergin, whose question prompted this outburst.181Michael P. Regan & Vildana Hajric, How an Energy Expert Triggered Vladimir Putin with One Word, Bloomberg (May 21, 2022, 9:09 AM), https://www.bloomberg.com/news/articles/2022-05-21/how-an-energy-expert-triggered-vladimir-putin-with-one-word [https://perma.cc/5CBR-U5BD]. “And I said ‘shale,’ and to be shouted at by him in front of 3,000 people [was] a really unpleasant experience.”182Id. Putin’s vehemence presumably stems not from concern for the planet, but from economics and geopolitics. “[S]hale was a challenge for Russia,” Yergin explained.183Yergin, supra note 23, at 59.

To protect Russia’s market share, Putin has allegedly funded groups opposing shale development in Europe, as Hillary Clinton and the Secretary General of NATO each have claimed.184Fiona Harvey, Russia ‘Secretly Working with Environmentalists to Oppose Fracking’, Guardian (June 19, 2014, 11:34 AM), https://www.theguardian.com/environment/2014/jun/19/russia-secretly-working-with-environmentalists-to-oppose-fracking [https://perma.cc/9KR3-TMDQ] (“I have met allies who can report that Russia, as part of their sophisticated information and disinformation operations, engaged actively with so-called non-governmental organisations—environmental organisations working against shale gas—to maintain European dependence on imported Russian gas.” (quoting Anders Fogh Rasmussen, secretary-general of NATO and previously the premier of Denmark)). “We were . . . up against phony environmental groups, and I’m a big environmentalist,” Clinton asserted, “but these were funded by the Russians to stand against any effort, ‘Oh that pipeline, that fracking, that whatever will be a problem for you,’ and a lot of the money supporting that message was coming from Russia.”185Valerie Richardson, Leaked Emails Show Hillary Clinton Blaming Russians for Funding ‘Phony’ Anti-fracking Groups, Wash. Times (Oct. 10, 2016), https://
http://www.washingtontimes.com/news/2016/oct/10/clinton-blames-russians-anti-fracking-groups [https://
perma.cc/JP32-F2MM] (noting remarks to tinePublic, a Canadian promotional group in June of  2014). Similar allegations have been made about funding for U.S. environmental groups, but they are hotly contested. See, e.g., Glenn Kessler, The Bogus ‘Allegation’ That Putin Is Funding a California Environmental Charity, Wash. Post (Mar. 17, 2022, 3:00 AM), https://www.washingtonpost.com/politics/2022/03/17/bogus-allegation-that-putin-is-funding-california-environmental-charity [https://perma.cc/89PE-FPH5].

As Putin understands, when democracies abstain from energy production, authoritarian regimes fill the gap. Unfortunately, this makes the U.S. and its allies more dependent on authoritarian suppliers, which often are insecure or hostile.186Jason Bordoff & Meghan L. O’Sullivan, Jason Bordoff and Meghan O’Sullivan on Maintaining Energy Supply While Still Hitting Climate-Change Goals, Economist (Mar. 26, 2022), https://www.economist.com/by-invitation/jason-bordoff-and-meghan-o-sullivan-on-maintaining-energy
-supply/21808312 [https://perma.cc/543C-VLEX] (“[T]he world cannot ignore more immediate energy security needs in the process of making this transition [to decarbonized energy]. To do so emboldens petro-states like Russia . . . .”).
It would be far better to rely on production in democracies, which usually are more secure and friendly.187There is a robust debate about whether (and why) democracies are less likely to go to war, whether with each other (an idea known as “dyadic” democratic peace) or with any other state (which is known as “monadic” democratic peace). See generally, e.g., Michael W. Doyle, Liberal Peace: Selected Essays (Florence: Routledge 2012) (arguing that liberal states generally have maintained peace among themselves, but have tended to fight wars with non-liberal states, exploring the strategic value of cooperation among liberal states); Dan Reiter, Democratic Peace Theory, Oxford Bibliographies, https://www.oxfordbibliographies.com/display/document/obo-9780199756223/obo-9780199756223-0014.xml [https://perma.cc/VL7S-M4FW] (surveying extensive literature on democratic peace theory). The details of this debate are beyond this Article’s scope.  But as this Section has showed, this is an uphill climb politically.

Even so, this climb must be attempted. After all, relying on authoritarian suppliers is problematic not just for national security, but also for the environment. Who is more vigilant in regulating emissions and pollution? Do we trust Russia and Iran more than the U.S. and the EU? Admittedly, when environmental harms are localized, democracies can deflect these costs to the citizens of authoritarian countries—in effect, a form of global nimbyism. But two of the most important risks—climate change and air pollution—are global, not local. So instead of simply farming out fossil fuel development (and other energy initiatives) to authoritarian regimes, democracies should rely more on domestic production.

More specifically, the U.S. and its allies should pursue a two-part strategy that protects both national security and the environment: first, they should reduce the demand for fossil fuel; second, they should tap new supplies of fossil fuel in environmentally responsible ways. The next two Parts consider these strategies in turn.

IV.  REDUCING DEMAND FOR FOSSIL FUELS: SYNERGIES AND TENSIONS

Let us begin with reducing demand. This Part shows how efforts to use less fossil fuel have the potential to be a “win-win,” protecting both national security and the environment. Yet the devil is in the details. Does an initiative actually reduce demand, once all the relevant fuel consumption is considered? If it does, are there offsetting costs, such as new risks to national security or the environment? Some strategies to reduce fossil fuel demand are better than others. Finding and implementing the right ones is critical.

At the same time, reducing demand should not be our exclusive focus. Since the transition away from fossil fuel will take years, the U.S. and its allies also need to find new sources that are secure, friendly, and can be tapped in environmentally responsible ways.

A.  Potential to be a “Win-Win”

In general, the demand for fossil fuel can be cut in two ways: energy efficiency, and wider use of clean energy. Both are promising and should be pursued vigorously.

1.  Energy Efficiency

A key step is to change the habits of consumers. For example, instead of driving to work, they should walk, carpool, take mass transit, or work from home. The right policies can encourage these shifts, including congestion pricing, bike lanes, cheaper mass transit fares, lower speed limits, and the like.

Technological innovations—and policies that encourage them—also can enhance energy efficiency. For example, switching from incandescent to more efficient LED bulbs—as the Biden Administration mandated in 2022—should reduce U.S. emissions by 222 million metric tons over thirty years and save nearly $3 billion annually in electricity costs.188Press Release, Am. Council Energy-Efficient Econ., U.S. Light Bulb Standards Will Cut Utility Bills and Climate Emissions (Apr. 26, 2022), https://www.aceee.org/press-release/2022/04/us-light-bulb-standards-will-cut-utility-bills-and-climate-emissions [https://perma.cc/W7FT-WZER]. Likewise, changing the idle power settings on computers also can “save $3 billion a year . . . and reduce CO2 emissions by 20 million metric tons,” Kit Kennedy has explained, “without any impact on computer performance. . . .”189Kit Kennedy, The Role of Energy Efficiency in Deep Decarbonization, 48 Env’t L. Rep. 10030, 10056 (2018). The same is true of better heating and cooling systems. For example, “heat pumps” use 50% less energy because they do not actually generate heat; instead, they extract it from the air.190Energy Saver: Heat Pump Systems, U.S. Dep’t of Energy, https://www.
energy.gov/energysaver/heat-pump-systems [https://perma.cc/4NG3-3RP5].

Energy efficiency has obvious national security advantages, as German Vice-Chancellor Robert Habeck emphasized a few weeks after Russia invaded Ukraine. “If you can take the train or bike . . . , that’s good,” he said.191Ukraine Conflict: Save Energy and Annoy Putin, Germans Told, BBC (Apr. 15, 2022), https://www.bbc.com/news/world-europe-61117828 [https://perma.cc/JC36-TRDS] (quoting Robert Habeck). “[I]t’s easy on the wallet and annoys Putin.”192Id. Obviously, there are parallel environmental advantages as well.

2.  Clean Energy

Along with energy efficiency, another way to use less fossil fuel is to rely more on clean energy, including wind, solar, geothermal, nuclear, hydroelectric, and hydrogen. Fortunately, the cost of wind and solar has declined significantly in recent years, making them increasingly competitive even without subsidies.193Lazard, Levelized Cost of Energy+ (Version 15.0 2021), https://www.
lazard.com/research-insights/levelized-cost-of-energyplus [https://perma.cc/LF29-Z8NB].

So far, clean energy has been used mainly to generate electricity. This has been an effective way to burn less fossil fuel, since electric power plants are responsible for about 38% of all energy generated in the U.S.194In 2021, the U.S. generated 36.7 quadrillion BTU of electricity, while all energy sources in the U.S. totaled 97.3 quadrillion BTU, so electricity’s share was just under 38%. Notably, only about one third of electricity generated is actually sold to customers because about two thirds of the energy is lost during the generation process. The amount sold (12.9 quadrillion BTU) is only about 18% of the total energy used in the U.S. (73.5 quadrillion BTU). U.S. Energy Facts Explained, U.S. Energy Info. Admin. [hereinafter U.S. Energy Facts], https://www.lazard.com/research-insights/levelized-cost-of-energyplus/ [https://perma.cc/9AY5-3QCP] (noting 36.7 of 97.3 quadrillion BTUs). The progress so far has been significant: in 2021, only 60% of electricity in the U.S. came from fossil fuels, compared with 21% from nuclear and 19% from renewable energy.195Id.

Another 37% of energy in the U.S. is used for transportation.196Id. For decades, virtually all of this energy has come from fossil fuel—and, specifically, from petroleum.197See id. (stating that 90% came from petroleum and 4% came from natural gas in 2021). Yet EVs can break petroleum’s monopoly, since the electricity powering them can come from clean energy (or, for that matter, from coal or natural gas). Fortunately, the performance and range of EVs has improved significantly. There also is a growing network of charging stations,198Rachel Wolfe, I Rented an Electric Car for a Four-Day Road Trip. I Spent More Time Charging It Than I Did Sleeping, Wall St. J. (June 3, 2022, 3:53 PM), https://www.wsj.com/articles/i-rented-an-electric-car-for-a-four-day-road-trip-i-spent-more-time-charging-it-than-i-did-sleeping-11654
268401?mod=e2tw [https://perma.cc/89B8-WXCY] (“The government is spending $5 billion to build a nationwide network of fast chargers, which means thousands more should soon dot major highways.”).
although this effort has a long way to go.199As an anecdotal illustration of this challenge, the Wall Street Journal asked a reporter to drive an electric car from New Orleans to Chicago and back. Her experience was not encouraging. See id. (“It turns out not all ‘fast chargers’ live up to the name.”).

Like energy efficiency, clean energy has the potential to offer national security and environmental advantages. Again, using less fossil fuel not only reduces emissions and pollution, but also eases dependence on the wrong fossil fuel suppliers.

B.  Are We Really Using Less Fossil Fuel?

Even so, before policymakers conclude that a policy or technology  really is a “win-win,” they need to dig deeper. A key question is how much, if at all, it actually reduces the demand for fossil fuel.

1.  Rebound

For example, a fuel-efficient car is supposed to use less fuel. But what if drivers respond by putting more miles on the car, since each additional mile is cheaper? Similarly, what if homeowners with heat pumps turn up the thermostat? If energy efficient products are used more, they do not save as much energy. This “rebound effect,” as it is called, reduces the national security and environmental advantages of energy efficient technology, since fossil fuel consumption declines less than expected.200Paul E. Brockway, Steve Sorrell, Gregor Semieniuk, Matthew Kuperus Heun & Victor Court, Energy Efficiency and Economy-Wide Rebound Effects: A Review of the Evidence and its Implications,

141 Renewable & Sustainable Energy Rev. 110781, 110782 (2021) (noting that “the evidence suggests economy-wide rebound effects may erode more than half of the potential energy savings from improved energy efficiency”).

2.  Life Cycle Calculations

Similarly, to determine how much fuel a new technology actually saves, we need to know how much is used not just in operating it, but also in manufacturing and powering it. For example, compared with a gasoline-powered car, less energy is needed to run an EV, but more is required to manufacture it because extra energy is needed to build the battery.201Electric Vehicle Myths, EPA (Dec. 22, 2022), https://www.epa.gov/greenvehicles/electric-vehicle-myths#Myth5 [https://perma.cc/NDK7-E95M] (“Some studies have shown that making a typical EV can create more carbon pollution than making a gasoline car. This is because of the additional energy required to manufacture an EV’s battery.”). EVs make up for this disadvantage by using less energy when driving.202Id. But how much less depends on how the electricity was generated. If it comes from solar or wind, the EV cuts fossil fuel demand more than if it comes from coal.203Karin Kirk, Electrifying Transportation Reduces Emissions AND Saves Massive Amounts of Energy, Yale Climate Connections (Aug. 7, 2022), https://yaleclimate
connections.org/2022/08/electrifying-transportation-reduces-emissions-and-saves-massive-amounts-of-energy [https://perma.cc/2W2F-24TV] (noting that electricity generated with coal uses 31% less energy than gasoline to power an EV, while electricity from natural gas uses nearly 50% less, and electricity from renewables uses up to 75% less energy).
This sort of “life cycle” analysis is needed to determine how effective a new technology is in cutting demand for fossil fuel, and thus in reducing emissions, pollution, and the national security risks from depending on the wrong fossil fuel suppliers.

C.  New National Security Risks: “Just When I Thought I Was Out . . .”

Using less fossil fuel elicits another challenge as well: the transition to clean energy poses national security risks of its own. So as much as the U.S. and it allies would like to stop protecting insecure suppliers and funding adversaries, they will not necessarily get their wish. This Section shows that clean energy imposes parallel burdens. One is reminded of a famous line from The Godfather: “Just when I thought I was out, they pull me back in.”204The Godfather: Part III (Paramount Pictures 1990).

1.  Defense Externalities: The Electrical Grid

For one thing, the U.S. and its allies become even more vulnerable to attacks on power plants, power lines, and other infrastructure. Since electricity is the most effective way to harness clean energy, using more of it means depending more on this grid.

There already are familiar risks from relying on the grid. Blackouts disrupt communications, finance, business, law enforcement, health care, and the delivery of water, food, and other essential goods and services.205See, e.g., Critical Nat’l Infrastructures, Report of the Commission to Assess the Threat to the United States from Electromagnetic Pulse (EMP) Attack vii (2008) (“Should significant parts of the electrical power infrastructure be lost for any substantial period of time, the Commission believes that the consequences are likely to be catastrophic, and many people may ultimately die for the lack of the basic elements necessary to sustain life in dense urban and suburban communities.”). To avoid these hardships, the grid must be protected from extreme weather and natural disasters, as well as from cyber and physical attacks206See e.g., U.S. Gov’t Accountability Off., Electricity Grid Cybersecurity: DOE Needs to Ensure Its Plans Fully Address Risks to Distribution Systems 11 (2021), https://www.gao.gov/assets/gao-21-81.pdf [https://perma.cc/3SNX-CM3Z] (“[The U.S. grid is] increasingly at risk from cyberattacks.”); Travis Fischer, Inst. Energy Rsch., Assessing Emerging Policy Threats to the U.S. Power Grid: How Regulations, Mandates, and Subsidies Undermine Electric Reliability 1 (2015), https://www.instituteforenergyresearch.org/wp-content/uploads/2015/02/Threats-to-U.S.-Power-Grid.compressed.pdf [https://perma.cc/6KDG-MECU] (“[T]hreats to the consistent delivery of electricity put modern life itself at risk.”).—a lesson emphasized, sadly, by Russia’s repeated attacks on Ukraine’s grid in 2022.207MacDonald, supra note 20.

Yet these risks are bounded today because electricity is not the only game in town. It provides only 38% of the energy consumed in the U.S.208See U.S. Energy Facts, supra note 194 (offering data for 2021). Petroleum and other fossil fuels are the main sources for transportation,209Id. (noting that transportation used 26.9 of 73.5 quadrillion BTU, of which 90% came from petroleum in 2021). heating, and industrial processes.210Id. (stating that 78% of power for industry and 50% for residences came from fossil fuel in 2021). Admittedly, the infrastructure for these fuels is also vulnerable. Pipelines can be hacked211See, e.g., Cammy Pedroja, Colonial Pipeline Hackers Used Unprotected VPN to Access Network: Report, Newsweek (June 4, 2021, 6:19 PM), https://www.newsweek.com/colonial-pipeline-hackers-used-unprotected-vpn-access-network-report-1597842 [https://perma.cc/B2N8-KZW5]. or sabotaged,212Probe into Nord Stream Pipeline Leaks Has Strengthened Suspicions of ‘Sabotage,’ Sweden Says, NBC News (Oct. 6, 2022, 9:45 AM), https://www.nbcnews.com/news/world/nord-stream-pipeline-leaks-sabotage-suspicion-sweden-russia-ukraine-rcna50999 [https://perma.cc/PT84-RJRD]. refineries can be damaged in fires213Barbara J. Powell, BP’s Ohio Refinery May Stay Shut into 2023 After Deadly Fire, Bloomberg (Sept. 27, 2022, 12:36 PM), https://www.bloomberg.com/news/articles/2022-09-27/bp-toledo-refinery-fire-repairs-may-extend-into-early-2023 [https://perma.cc/L6WT-MFNV]. or natural disasters,214Damaged Oil Refinery Closing; Parish Weighs Economic Impacts, Associated Press (Nov. 10, 2021), https://apnews.com/article/hurricane-ida-floods-business-mississippi-river-storms-cc7d00516965e67c8c1b64baf8af8f32 [https://perma.cc/7JNV-CFRC] (stating that a Louisiana refinery closed after sustaining damage during Hurricane Ida). oil depots can be attacked,215Matt Clinch, Yemen’s Houthis Claim Attack on Aramco Facility After reports of a Huge Fire in Saudi city of Jeddah, CNBC (Mar. 25, 2022, 12:03 PM), https://www.cnbc.com/2022/03/25/reports-of-huge-fire-at-aramco-oil-facility-in-saudi-arabia.html [https://perma.cc/PU5S-JKCC]. and the like. Yet the fact that this infrastructure is separate from the grid—and, for that matter, scattered across the country—offers useful diversification. If some pipelines, refineries, and gas stations go offline, others still function. Likewise, if the grid fails today, most homes will still be heated and most cars will still work.216Admittedly, fossil fuel infrastructure runs in part on electricity. For example, gas station pumps are powered with electricity, as are some components of pipelines, but backup generators can keep them functioning. See Kenza Moller, How Do Gas Stations Pump Without Electricity?, ABC News (Sept. 8, 2017, 11:15 AM), https://www.abcactionnews.com/simplemost/how-do-gas-stations-pump-without-electricity [https://perma.cc/ZA77-2BWX]. In principle, backup generators also could replace the grid, but far more of them would be needed. For example, the number of generators needed to power all the gas stations in the U.S. is a tiny fraction of the number needed to power all the cars. But if all homes are heated with electricity and all cars are EVs, this will no longer be true.

In short, tapping clean energy means depending more on the grid. As a result, its security—and, more generally, its effectiveness—become even more essential.

2.  Defense Externalities from Nuclear Power

The grid’s vulnerability is an example of a broader point: although fossil fuels have national security costs, so do other energy sources, and the risks from these new sources need to be addressed.

This is certainly true of nuclear power. On the one hand, it has national security advantages in easing dependence on problematic fossil fuel suppliers. For example, France has relied less on Russian natural gas because 70% of its electricity comes from nuclear plants.217Usually, 70% of France’s electricity comes from nuclear power. Unfortunately, a number of France’s nuclear plants required maintenance in the summer of 2022, forcing France to import electricity at record prices. Sam Meredith, France’s Nuclear Energy Strategy—Once Its Pride and Joy—Faces Big Problems This Winter, CNBC (Oct. 5, 2022, 1:05 AM), https://www.cnbc.com/2022/10/05/frances-nuclear-heavy-energy-strategy-faces-big-problems-this-winter.html [https://perma.cc/TN58-6YYC]. In contrast, Germany has been in a weaker position because it started phasing out nuclear power in 2011.218See David Frum, The West’s Nuclear Mistake, Atlantic (Dec. 8, 2021), https://www.theatlantic.com/ideas/archive/2021/12/germany-california-nuclear-power-climate/620888 [https://perma.cc/8JYT-GSLS].

On the other hand, nuclear power requires uranium. While some uranium suppliers are secure and friendly (such as Canada, Australia, and India),219                    World Uranium Mining Production, World Nuclear Ass’n, https://world-nuclear.
org/information-library/nuclear-fuel-cycle/mining-of-uranium/world-uranium-mining-production.aspx [https://perma.cc/9VKN-99NU] (noting that Canada, Australia, and India were, respectively, the third, fourth, and ninth largest producers in 2021).
others are not. For example, Kazakhstan (the world’s largest producer) shares a border with Russia, as do Uzbekistan and Ukraine.220Id. (noting that Kazakhstan, Uzbekistan, and Ukraine were, respectively, the first, fifth, and tenth largest producers in 2021). Meanwhile, Russia itself is a “top ten” producer, as is China.221Id. (explaining that Russia and China were, respectively, the sixth and eighth largest producers in 2021). Rounding out the “top ten” list, Namibia and Niger were, respectively, the second and seventh largest producers. Id.

Along with dependence on uranium, another risk is the security of the reactor itself. During a war, its core could be breached by missiles or artillery, or staff responsible for safety protocols could be incapacitated or driven away. Unfortunately, these risks became all too real in 2022 when Russian troops captured the Zaporizhzhya nuclear power plant in Ukraine.222Yulia Kesaieva, Olga Voitovych & Sana Noor Haq, New Rocket Strike on Ukraine Nuclear Plant, as UN Watchdog Warns of ‘Disaster’, CNN (Aug. 7, 2022, 12:48 PM), https://
http://www.cnn.com/2022/08/07/europe/zaporizhzhia-power-plant-nuclear-disaster-intl/index.html [https://
perma.cc/K3F2-7F99].
Reactors also need protection from terrorist attacks, including truck bombs, plane crashes, and attempts to trigger a meltdown. The waste from reactors also must be secured, so terrorists cannot build dirty bombs. After the attacks on September 11, 2001, security at U.S. nuclear facilities was upgraded to address these threats.223Gwyneth Cravens, Terrorism and Nuclear Energy: Understanding the Risks, Brookings (Mar. 1, 2002), https://www.brookings.edu/articles/terrorism-and-nuclear-energy-understanding-the-risks [https://perma.cc/QR86-5UUU].

3.  Defense Externalities: Clean Energy Raw Materials

Like nuclear power, other types of clean energy also ease some national security burdens, while creating others. A key challenge is the need for specialty minerals, such as cobalt and lithium.224For example, EV batteries need lithium, nickel, cobalt, manganese,  and graphite, while the magnets in wind turbines and EV motors require rare earth elements, and electricity networks need copper and aluminum. See Int’l Energy Agency, The Role of Critical Minerals in Clean Energy Transitions, World Energy Outlook Special Report 5 (2022). More are needed for solar panels, wind turbines, electricity networks, and EVs than for fossil fuel systems. “A typical electric car requires six times the mineral inputs of a conventional car,” the IEA has observed, “and an onshore wind plant requires nine times more mineral resources than a gas-fired power plant.”225Id. To scale up clean energy, the global economy will need far more of these minerals—four times more in 2040 to meet the goals of the Paris Accords and six times more to hit net-zero globally by 2050.226Id. at 8.

Yet to source these minerals, the U.S. and its allies rely heavily on imports.227From 2016 to 2019, “100% of graphite and manganese was imported,” the U.S. Department of Energy reported. “76% of cobalt was imported, and about 50% of lithium and nickel was imported in 2020.” From 2016-2019, Over 90% of U.S. Lithium Imports Came from Argentina and Chile, Off. Efficiency & Renewable Energy (Feb. 14, 2022), https://www.energy.gov/eere/
vehicles/articles/fotw-1225-february-14-2022-2016-2019-over-90-us-lithium-imports-came [https://
perma.cc/7XFU-69LB].
Most come from only a handful of suppliers, since production “is more concentrated than that of oil or natural gas.”228Int’l Energy Agency, supra note 224, at 11. Unfortunately, “[m]uch of it comes from countries that are not our friends,” as Mark Mills has observed.229Mark P. Mills, Green Energy’s Overseas Dependence, Nat’l Rev. Online (July 5, 2020), https://www.manhattan-institute.org/green-energy-depends-overseas-materials-components [https://
perma.cc/4K8M-KZV2].

For example, more than two-thirds of the world’s cobalt comes from the Democratic Republic of Congo,230Dionne Searcey, Michael Forsythe & Eric Lipton, A Power Struggle Over Cobalt Rattles the Clean Energy Revolution, N.Y. Times (Nov. 20, 2021), https://www.
nytimes.com/2021/11/20/world/china-congo-cobalt.html [https://perma.cc/Y8W2-L2ES].
which has been wracked by factional violence and protests in recent years.231Nicholas Bariyo, Surging Violence in Congo Turns Peacekeepers Into Targets, Wall St. J. (July 27, 2022, 12:52 PM), https://www.wsj.com/articles/surging-violence-in-eastern-congo-turns-peacekeepers-into-targets-11658940728?reflink=integratedwebview_share [https://perma.cc/6BVM-DML7] (“[D]ozens of armed groups have been waging war with the nation’s army for nearly three decades.”); see generally Siddharth Kara, Cobalt Red: How the Blood of the Congo Powers Our Lives (2022) (chronicling human rights abuses and damage to environment in Congo’s cobalt mining industry). Likewise, the U.S. and its allies depend heavily on Gabon for manganese, as well as on Chile and Argentina for lithium.232Bariyo, supra note 231. China is the main supplier of rare earths,233U.S. Dep’t of Energy, Wind Energy: Supply Chain Deep Dive Assessment 21 (2022) (“Global production is concentrated in China, with all processing of heavy rare earth elements—including dysprosium and terbium—taking place there.” (citation omitted)). the global leader in processing other clean energy minerals,234Int’l Energy Agency, Global Supply Chains of EV Batteries 2 (2022) [hereinafter Global Supply EV]; Bordoff & O’Sullivan, supra note 33 (“China is decades ahead in the development of critical minerals . . . .”). and a determined buyer of mines all over the world.235See, e.g., Searcey et al., supra note 230 (stating that China controls fifteen of Congo’s nineteen cobalt mines); see also Climate Change International, supra note 142, at 6 (2022), (“Competition will grow to acquire and process minerals and resources used in key renewable energy technologies. China is in a strong position to compete . . . .”).

Depending on other countries for these minerals poses familiar national security risks. Like with oil, the U.S. and its allies will feel pressure to defend insecure suppliers in a crisis, while also funding hostile suppliers’ harmful policies. “New geopolitics around the minerals for net zero may well emerge,” S&P Global has warned, “which will echo the geopolitics that have long surrounded oil and natural gas.”236S&P Glob., The Future of Copper: Will the Looming Supply Gap Short-Circuit the Energy Transition? 67 (2022), https://ihsmarkit.com/info/0722/futureofcopper.html [https://perma.cc/4AM4-7WVV].

Fortunately, there are ways to reduce these national security costs. For one thing, the U.S. and its allies should ramp up efforts to recycle minerals, so newly-mined sources are less critical. In addition, they should try to replace minerals from an insecure supplier with alternatives that are easier to access (for example, by building batteries with lithium iron phosphates instead of cobalt).237Searcey et al., supra note 230.

Likewise, the U.S. and its allies should encourage domestic mining. The good news is that they actually have deposits of most of the relevant minerals. But the bad news is that opening new mines is quite challenging, especially in democracies. Many projects whither on the vine, while successes usually require a decade or more of planning, negotiation, and construction to complete.238S&P Glob., supra note 236, at 69 (“In nearly every jurisdiction, a new mine seeking permission today would not be productive until the late 2030s.”). “[D]isruptions from labor strikes, protests, environmental activism, domestic political rivalries, governmental shifts, and contractual disputes and renegotiations . . . delay projects and investment,” S&P Global has warned.239Id. at 66. “Brownfield and greenfield development of new projects turn on the complex interaction of permitting and policy, contracts and politics, and businesses and civil society . . . .”240Id. Unfortunately, some environmental groups are adamantly opposed to mining, even for minerals needed to reduce emissions.241See, e.g., Meadhbh Bolger, Diego Marin, Adrien Tofighi-Niaki & Louelle Seelmann, European Env’t Bureau & Friends of the Earth Europe, ‘Green Mining’ Is a Myth: The Case for Cutting EU Resource Consumption (Rachel Tansey ed., 2021), https://friendsoftheearth.eu/wp-content/uploads/2021/10/Green-mining-myth-report.pdf [https://perma.cc/A744-8H6Z]. Like when they oppose fossil fuel projects, these activists will find allies among local residents and economic competitors. Again, we see the authoritarian comparative advantage in extractive industries.242See supra Section III.D.

Seeking to change this dynamic, the Inflation Reduction Act offered substantial subsidies for domestic mining and recycling. For example, half of the EV tax credit is available only if enough of the minerals in the battery were extracted and processed in the U.S. (or in a country with a free trade agreement with the U.S.) or were recycled in North America.243In December of 2022, the Treasury offered preliminary guidance about EV mineral requirements. See U.S. Treasury, Anticipated Direction of Forthcoming Proposed Guidance on Critical Mineral and Battery Component Value Calculations for the New Clean Vehicle Credit 2 (2022) [hereinafter U.S. Treasury]. According to the Treasury, “North America” means the U.S., Canada, and Mexico. Id. at 2 n.2. Likewise, the term “free trade agreement” includes “at minimum, the comprehensive trade agreements of the United States with the following countries: Australia, Bahrain, Canada, Chile, Colombia, Costa Rica, Dominican Republic, El Salvador, Guatemala, Honduras, Israel, Jordan, South Korea, Mexico, Morocco, Nicaragua, Oman, Panama, Peru, and Singapore.” Id. at 3. Notably, this list does not include Japan or U.S. allies in Europe.

Yet even with these subsidies, domestic mining and recycling cannot proceed without permits. Although Congress considered a permitting reform bill in 2022, it was not enacted.244See Colin Mortimer, Manchin’s Permitting Reform Effort Is Dead. Biden’s Climate Agenda Could Be a Casualty, Vox (Dec. 16, 2022, 12:04 PM), https://www.vox.com/policy-and-politics/2022/12/12/23500140/permitting-reform-inflation-reduction-act-congress-manchin [https://
perma.cc/XB8K-25W6].
“[T]he United States is still in some early days of scrutinizing the existing web of federal and local mining permits and addressing NIMBY-ism,” Jane Nakano observed, “[so] a domestic supply chain is years away at best.”245Jane Nakano, IRA and the EV Tax Credits—Can We Kill Multiple Birds with One Stone?, Ctr. Strategic & Int’l Studs. (Sept. 15, 2022), https://www.csis.org/analysis/ira-and-ev-tax-credits%E2%80%94can-we-kill-multiple-birds-one-stone-0 [https://perma.cc/GB65-K3ZF].

4.  Funding Externalities: Clean Energy Manufacturing

The U.S. and its allies depend on other countries not just for raw materials, but also for the finished product. The main concern is China, a formidable geopolitical rival, 246See Biden-Harris National Security Strategy, supra note 16, at 23 (“The PRC is the only competitor with both the intent to reshape the international order and, increasingly, the economic, diplomatic, military, and technological power to do it.”); 2022 U.S. Annual Threat Assessment, supra note 13, at 4 (“China increasingly is a near-peer competitor, challenging the United States in multiple arenas—especially economically, militarily, and technologically—and is pushing to change global norms and potentially threatening its neighbors.”); see also Julian E. Barnes, China Poses Biggest Threat to U.S., Intelligence Report Says, N.Y. Times (Apr. 13, 2021), https://www.nytimes.
com/2021/04/13/us/politics/china-national-security-intelligence-report.html [https://perma.cc/GP8H-Z5FP].
which has become the world’s leading manufacturer of clean energy technology.247Searcey et al., supra note 230 (“[China has] followed a disciplined playbook . . . to dominate the world’s emerging clean energy economy.”).

China has seven of the world’s top ten solar manufacturers,248David M. Kuchta, Where Are Solar Panels Made? Why Your Manufacturer Matters, Treehugger, https://www.treehugger.com/where-are-solar-panels-made-5194436 [https://perma.cc/
GKF7-SQY9]. The other three are in the U.S., South Korea, and Canada. When the U.S. imports completed solar panels (or “modules”), they come from Malaysia, Vietnam, Thailand, and South Korea, but the components mainly are from China. Id.
and produces over 75 percent of the world’s EV batteries.249Global Supply EV, supra note 234, at 2 (“Today’s battery and minerals supply chains revolve around China.”). While the U.S. and its allies are less dependent on China for wind turbines, this could change. For land-based turbines, the U.S. is a leading manufacturer (though it faces stiff competition).250U.S. Dep’t of Energy, Wind Energy Supply Chain Deep Dive Assessment 25 (2022), https://www.energy.gov/sites/default/files/2022-02/Wind%20Energy%20Supply%20Chain%20Report
%20-%20Final.pdf [https://perma.cc/9CUC-BMSF]. The main competitors, who produce low-cost components, are Indonesia, South Korea, Vietnam, and India. Id. at 26. China focuses more on building offshore wind turbines. See id. (naming China, Europe, and Taiwan as major manufacturers of offshore wind facilities).
For offshore turbines, however, the U.S. relies on European suppliers,251Id. at 26. but China is ramping up, “buil[ding] more offshore wind turbines in 2021 than every other country did in the past five years.”252Ariel Cohen, China’s Wind Power Push Threatens US Strategic Interests, Forbes (May 23, 2022, 10:00 AM), https://www.forbes.com/sites/arielcohen/2022/05/23/windy-times-in-american-energy-policy [https://perma.cc/3WZK-P2QU].

Unfortunately, depending on China for clean energy could pose the same three risks, discussed above, as depending on rivals for fossil fuel. First, these purchases could fund policies that undermine U.S. interests, such as China’s efforts to control the South China Sea and Taiwan. Second, clean energy exports could give China leverage (for example, to stop exporting to countries that oppose its geopolitical agenda). Thus, just as Russia has weaponized natural gas while invading Ukraine, China might do the same with EV batteries and solar panels while attacking Taiwan. Third, China’s exports could also fund repressive policies at home, such as the use of forced labor to produce solar panels.253See Laura T. Murphy & Nyrola Elimä, Sheffield Hallam Univ. Helena Kennedy Ctr. for Int’l Just., In Broad Daylight: Uyghur Forced Labour and Global Solar Supply Chains 7-8 (2021) (alleging that China uses forced labor to produce polysilicon).

Admittedly, even without clean energy, the U.S. and its allies already depend on China for other important products, ranging from semiconductors and cell phones to surgical masks. Even so, adding clean energy to this list is still significant—not just because the list grows longer—but also because energy is so fundamental in (literally) powering a modern economy.

While this sort of economic interdependence is not always bad—indeed, it can moderate potentially hostile regimes, as noted above—these benefits do not always materialize, as Germany learned in buying fossil fuel from Russia. Is China a safer bet? Although President Xi’s assertive foreign policy is not reassuring in this regard,254Jo Inge Bekkevold, What Xi’s First Decade Tells Us About the Next, Foreign Pol’y (Oct. 13, 2022, 6:15 AM), https://foreignpolicy.com/2022/10/13/xi-jinping-china-ccp-communist-party-congress-geopolitics [https://perma.cc/GR6T-GX9B] (“[Under Xi], Beijing has adopted a more assertive foreign policy with increased use of coercive diplomacy.”). the relationship between China and the West is complex. Over time, it could become either more confrontational or more cooperative. The goal here is not to offer a definitive prediction, but to highlight a meaningful risk.

Again, like with fossil fuel, the best way to mitigate funding externalities is to depend more on production in the U.S., Europe, and other friendly countries. In fact, Congress tried to encourage this sort of “friend-shoring” in the Inflation Reduction Act of 2022. Along with providing billions of dollars in subsidies directly for clean energy manufacturing in the U.S., Congress set conditions on other subsidies, so they would be available only for products with supply chains in the U.S. or other treaty partners.255For example, the statute creates a new advanced manufacturing production credit “for domestic manufacturing of components along the supply chain for solar modules, wind turbines, battery cells and modules, and critical minerals processing.” White House, Building a Clean Energy Economy: A Guidebook to the Inflation Reduction Act’s Investments in Clean Energy and Climate Action 26 (2023) [hereinafter Building a Clean Energy Economy], https://www.
whitehouse.gov/wp-content/uploads/2022/12/Inflation-Reduction-Act-Guidebook.pdf [https://perma.
cc/5MGV-32EW]. The statute also includes Defense Production Act funding for “[n]ew domestic production facilities projects for heat pumps (air- or ground-source), heat pump water heaters, or heat pump system components where domestic production would address a clear supply-chain vulnerability.” Id. at 32. In addition, the statute “includes billions of dollars to support vehicle manufacturers looking to expand their domestic production of clean vehicles.” Id. at 47. An expanded credit for purchasers of electric vehicles is available only if vehicles are assembled domestically and an increasing percentage of components and minerals in their batteries are “sourc[ed] or process[ed] in the United States or from trusted trade partners.” Id. at 46. Similarly, the production and investment tax credits for renewable energy are increased by 10% for projects that meet domestic content requirements. Id. at 13–14. The same is true of the clean electricity production tax credit and the clean electricity investment tax credit. Id. at 18–20.

This is not to say that the Inflation Reduction Act has executed this policy flawlessly. For one thing, the definitions of which countries count as “friend-shoring” vary by provision,256In the EV credit, for example, the sourcing requirement varies, depending on whether the minerals were extracted or recycled. If extracted, they need to come from the United States or “any country with which the United States has a free trade agreement in effect.” I.R.C. § 30D(e)(1)(A)(i). In contrast, if the minerals are recycled, this recycling must take place in “North America.” Id. and have prompted complaints from U.S. allies.257For example, when Treasury offered initial guidance in December of 2022 on which countries qualify as treaty partners under the statute’s EV mineral requirements, Japan and U.S. allies in Europe were not included. See U.S. Treasury, supra note 243. These (and other) supply chain requirements in the statute have inflamed tensions with U.S. allies. See Andrew Ross Sorkin, Ravi Mattu, Bernhard Warner, Sarah Kessler, Stephen Gandel, Michael J. de la Merced, Lauren Hirsch & Ephrat Livni, Could Biden’s Climate Agenda Trigger a New Trade War?, N.Y. Times (Dec. 6, 2022), https://www.nytimes.com/2022/12/06/business/dealbook/biden-climate-trade-europe.html [https://
perma.cc/W4E7-GBP3] (“Europe is growing hot over the Biden administration’s Inflation Reduction Act, . . . At issue is a portion of the law that offers $369 billion in subsidies and tax breaks to companies that develop green technologies . . . in North America.”). One way to broaden the list of eligible suppliers is to include countries with collective defense arrangements with the U.S., including Japan and NATO. See John Bozzella, What If No EVs Qualify for the EV Tax Credit? It Could Happen, All. for Auto. Innovation (Aug. 5, 2022), https://www.autosinnovate.org/posts/blog/what-if-no-evs-qualify-for-the-ev-tax-credit [https://perma.cc/2ZJ7-AVF7].

In addition, the Inflation Reduction Act also tries to “pick winners,” choosing which technologies get larger subsidies, which get smaller ones, and which get none at all. As I have emphasized elsewhere, government institutions often lack the expertise and incentives to make this sort of judgment effectively.258Schizer, Energy Subsidies, supra note 6, at 277–89. As Part VI emphasizes below, a better strategy is to rely on policies that do not depend on the government to make these judgments, such as Pigouvian taxes.259See infra Section VI.A.1.

To sum up, clean energy can mitigate one national security risk (depending on the wrong fossil fuel suppliers) while creating another (relying on the wrong clean energy suppliers). To address this new risk, the key is to “friend-shore” the relevant minerals and manufacturing (and, of course, to do this the right way).

D.  New Environmental Harms

Just as clean energy has national security costs, as well as benefits, the same is true of its environmental effects. While the benefits (such as reducing emissions and pollution) are very significant, they are not free.

1.  Avian Impacts of Wind and Solar

For one thing, wind turbines and solar panels can harm birds and bats. These risks are regularly invoked to block clean energy projects.260See, e.g., Michael B. Gerrard, Save Birds Now or Birds Later, Env’t F. 39, 39 (May/June 2015) (describing the failure of the Cape Winds project). Although regrettable, these species impacts should not keep the U.S. and its allies from using renewable energy. As Professor Michael Gerrard has explained, we face a choice between saving “birds now or birds later.”261Id. Halting these projects may save some birds now, but “won’t some of the animals we are trying to protect be gone anyway [because of climate change], together with untold numbers of others?”262Id. Faced with this tradeoff, policymakers should target the greater threat, which is climate change.263Id. (“The current system of U.S. environmental law, with its multiple delays and veto points, may be incompatible with the scale and pace of the transformation of the energy system that is needed to meet the climate problem.”). Unfortunately, some environmentalists resist this logic. “Rather than climate denial, the environmental community has tradeoff denial,” Professor Gerrard has observed.”264Michael B. Gerrard, A Time for Triage, Env’t F. 38, 40 (Nov./Dec. 2022).

2.  Mining for Clean Energy Minerals

Clean energy has another set of environmental costs as well: mining for the necessary minerals can cause pollution, water shortages, accidents, and disruption of local communities and habitats.265Iris Crawford, Ask MIT Climate: Will Mining the Resources Needed for Clean Energy Cause Problems for the Environment?, Mass. Inst. Tech. Climate Portal (July 21, 2022), https://
climate.mit.edu/ask-mit/will-mining-resources-needed-clean-energy-cause-problems-environment [https
://perma.cc/33ZG-Q7N2].
Invoking these risks, some environmental groups oppose mining for these minerals in the U.S. and E.U.266See, e.g., Aaron Mintzes, Harmful Mining Provisions in the Inflation Reduction Act, Earthworks (Aug. 4, 2022), https://earthworks.org/blog/harmful-mining-provisions-in-the-inflation-reduction-act [https://perma.cc/HC27-VP3H] (opposing mining incentives in the Inflation Reduction Act for minerals needed for clean energy).

Again, this is a mistake. As with the impact on birds, pollution from these mines is an unavoidable cost of combatting climate change. “[W]e need to be in an era of triage,” Michael Gerrard has urged, “where we save what we can but recognize that there are things we’ll have to give up.”267Gerrard, supra note 264. Moreover, if these minerals are going to be extracted somewhere, isn’t it better to do it in jurisdictions with meaningful environmental regulation? The U.S. and E.U. are likely to be more responsible than many current suppliers.

3.  Pollution and Accidents From Nuclear Energy

Like wind and solar power, nuclear power also poses environmental tradeoffs. On the one hand, the advantages are quite significant. No greenhouse gas is emitted268Three Reasons Why Nuclear is Clean and Sustainable, Off. of Nuclear Energy (Mar. 31, 2022), https://www.energy.gov/ne/articles/3-reasons-why-nuclear-clean-and-sustainable [https://
perma.cc/44SM-49YN].
and, unlike with wind and solar, output does not vary with the weather.269Alex Brown, Climate Change is Shifting State Views on Nuclear Power, Stateline (June 15, 2022), https://www.pewtrusts.org/en/research-and-analysis/blogs/stateline/2022/06/15/climate-change-is-shifting-state-views-on-nuclear-power [https://perma.cc/XHX2-W5HE] (“If you build your whole grid around intermittent renewables, you have times and days of the year where you don’t have any wind or sun . . . . Baseload power is critical, and nuclear is the cleanest form of baseload power.” (quoting Connecticut state Senator Norm Needleman)).

On the other hand, nuclear power poses two familiar risks, which prompt staunch opposition from some environmentalists. First, there is radioactive waste, which must be disposed of safely. Second, there also is a risk of accidents. Fortunately, these have been rare. In the U.S., the most significant one, a partial meltdown at the Three Mile Island plant in 1979, had only negligible effects on public health and the environment.270Five Facts to Know About Three Mile Island, Off. of Nuclear Energy (May 4, 2022), https://www.energy.gov/ne/articles/5-facts-know-about-three-mile-island [https://perma.cc/W4WT-YRVH]. In contrast, the meltdowns at Fukushima in Japan in 2011 and at Chernobyl in the Soviet Union in 1986 were quite serious, causing disease and death from radiation exposure and also rendering some areas uninhabitable for decades.271Richard Gray, The True Toll of the Chernobyl Disaster, BBC (July 25, 2019), https://www.bbc.com/future/article/20190725-will-we-ever-know-chernobyls-true-death-toll [https://
perma.cc/L3L3-4Z3U].
Yet these tragedies were the product of unique circumstances: a tsunami in Japan, and a blend of human error and dysfunctional efforts to conceal the incident in the Soviet Union.272Michael Fitzpatrick, Nuclear Power is Set to Get a Lot Safer (and Cheaper)—Here’s Why, Conversation (Apr. 11, 2017, 6:46 AM), https://theconversation.com/nuclear-power-is-set-to-get-a-lot-safer-and-cheaper-heres-why-62207 [https://perma.cc/2V42-3RLL] (“The reactors that are being constructed today benefit from 60 years of experience gained in the design and operation of nuclear power plants around the world.”).

With the right safety features and regulation, the risks from nuclear power should be quite limited. For example, new reactors have passive cooling systems that work even if power has been knocked out—the problem at Fukushima—as well as “core catchers” that contain radiation more effectively.273Id.

Arguably, then, the risks of not using nuclear power are greater than the risks of using it. For example, after Germany began phasing out nuclear power as a response to Fukushima, its economy became even more dependent on Russian natural gas. This choice turned out badly not just for national security, but also for the environment: when the gas stopped flowing, Germany ramped up its use of coal, spewing more emissions and pollution into the air.

E.  Timing: A Gradual Transition

Although replacing fossil fuel with clean energy has the potential to be a “win-win”—protecting both national security and the environment—a number of new national security and environmental risks must be addressed. In addition, there is another daunting challenge: for now, the world’s supply of clean energy is not even close to adequate. In 2021, renewables generated only 7% of the world’s energy. Paired with nuclear and hydroelectric power, the non-carbon total rose to just 18%. As Table 1 shows, fossil fuel still provided 82% of the world’s energy:

 

Table 1.  Share of Global Energy By Source in 2021
FuelAmount (Exajoules)Percentage
Oil184.2131%
Natural Gas145.3524%
Coal160.1027%
Nuclear25.314%
Hydroelectric40.267%
Renewables39.917%
Total595.15100%
Notes: This data comes from BP Statistical Review of World Energy 9 (71st ed. 2022).

The market share of clean energy can increase, to be sure, but this progress inevitably will be gradual. Consumers do not replace cars and heating systems all that frequently. Even if they did, there are not enough EVs, heat pumps, solar panels, and wind turbines to accommodate everyone at once. As of now, we do not have enough factories to build them—or, for that matter, enough raw materials.

For example, replacing all petroleum-powered cars on the road today would require 1.39 billion EVs, whose batteries would need massive quantities of lithium, cobalt, and other minerals.274Simon P. Michaux, Geological Survey of Finland Rep.: Assessment of the Extra Capacity Required of Alternative Energy Electrical Power Systems to Completely Replace Fossil Fuels iv (2021), https://tupa.gtk.fi/raportti/arkisto/42_2021.pdf [https://perma.cc/B4FM-65HC] (“The mass of lithium ion batteries required to power the 1.39 billion EV’s [sic] . . . would be 282.6 million tonnes.”). But according to the Geological Survey of Finland, “[p]reliminary calculations show that global reserves, let alone global production, may not be enough to resource the quantity of batteries required.”275Id. “In theory, there are enough global reserves of nickel and lithium if they were exclusively used just to produce li-Ion batteries for vehicles,” Michaux estimates.  “To make just one battery for each vehicle in the global transport fleet (excluding Class 8 HCV trucks), it would require 48.2% of 2018 global nickel reserves, and 43.8% of global lithium reserves. There is also not enough cobalt in current reserves to meet this demand and more will need to be discovered.” Id.

There is a similar challenge with copper. Since it is essential for power infrastructure, renewable generation, and EVs, global demand is expected to double by 2035.276S&P Glob., supra note 236, at 3. According to S&P Global, the global supply cannot grow fast enough to meet the goal of net-zero global emissions by 2050.277Id. at 9 (predicting that supply will fall twenty percent below what is needed). “Unless massive new supply comes online in a timely way,” they warn, “the goal of Net-Zero Emissions by 2050 will be short-circuited and remain out of reach.”278Id. There are parallel challenges in building enough renewable powerplants. Michaux, supra note 274, at ii–iii (estimating that an additional 221,594 renewable power plants will have to be built, compared with an existing global stock of only 46,423 stations, and explaining that this large differential “reflects the lower Energy Returned on Energy Invested (ERoEI) ratio of renewable power compared to current fossil fuels”).

The bottom line, then, is that the world has no realistic choice but to keep depending on fossil fuel for years to come. So although it is important to reduce demand for fossil fuel over time—the first part in this Article’s two-part proposal—it also is necessary to implement the second part: tapping new sources of supply.

V.  TAPPING NEW SOURCES OF FOSSIL FUEL IN ENVIRONMENTALLY RESPONSIBLE WAYS

As Parts I and II showed, new sources of fossil fuel enhance national security when they come from the U.S. and other secure and friendly countries, and thus ease dependence on insecure or hostile suppliers. Yet notwithstanding these advantages of new sources, the IEA and other influential voices have called for an end to fossil fuel development.279See Schizer, Energy Subsidies, supra note 6. For a discussion, see infra Section VI.B. At times, the Biden Administration has also gestured in this direction, although at other times it has supported more drilling in response to rising energy prices, legal constraints, geopolitical imperatives, and political concerns.280See infra Section V.C.4.

It is naïve—and, ultimately, misguided—to end fossil fuel development in the near term. On the contrary, to protect national security, the U.S. and its allies need to keep adding new wells and infrastructure in the right countries. Even so, this needs to be done in an environmentally responsible way. How can the U.S. and its allies tap new fossil fuel sources while still reducing emissions and pollution? This Part proposes three strategies to do both at once: first, new sources should be as “clean” as possible; second, they should replace, instead of adding to, sources that pose national security risks; and third, new sources should be temporary instead of permanent.

A.  Increase Carbon Efficiency of Secure and Friendly Sources

As emphasized above, a key national security goal is to use less oil and gas from Russia, Venezuela, and Iran, and more from countries like the U.S., Brazil, Mexico, and Canada. If these friendly and secure sources also offer environmental advantages, developing them advances both national security and environmental goals. To pursue this “win-win” scenario, policymakers should look for ways to reduce the carbon and pollution footprints of these sources. How can we get more energy from them, while generating the same levels of emissions and pollution—or, ideally, reducing these levels?

1.  Flaring

For one thing, we should get more energy from fuel we already burn. Unfortunately, massive amounts of natural gas are burned (or “flared”) at the wellhead. No one uses this energy, but it still produces significant emissions and pollution.281Zubin Bamji, We Can End Routine Gas Flaring by 2030. Here’s How, World Bank Blogs (Mar. 1, 2021), https://blogs.worldbank.org/energy/we-can-end-routine-gas-flaring-2030-heres-how [https://perma.cc/93YJ-D87Y] (explaining that flared gas emits 400 MM metric tons of CO2-equivalent emissions and pollution each year).

This means a great deal of energy is wasted: about eight percent of global natural gas production (accounting for six percent of global emissions).282U.S. Dep’t of Energy, Flaring and Venting Reduction Research & Development Activities 3 (2021) [hereinafter Flaring and Venting Reduction], https://www.energy.gov/sites/default/files/2021-08/Flaring%20and%20Venting%20Report%20to%20
Congress%20Report.pdf [https://perma.cc/9ZKX-GC7R].
“If half of the amount of gas flared annually [across the globe] was used for power generation,” Zubin Bamji observed, “it could provide about 400 billion kilowatt-hours of electricity – that’s roughly the annual electricity consumption of Sub-Saharan Africa.”283Bamji, supra note 281. In the U.S. alone, gas worth $10.6 billion was flared between 2012 and 2020.284Nicole Sadek, Zoha Tunio & Sarah Hunt, Flaring Profits: The Economics of Burning Gas, Cronkite News (Feb. 24, 2022) https://cronkitenews.azpbs.org/howardcenter/gaslit/economics.html [https://perma.cc/2K6W-2ASM] (estimating 3.5 trillion cubic feet using gas prices in effect at the time).

Why is so much natural gas wasted? Unfortunately, there is no infrastructure to bring it to market. This gas comes from oil wells, which have infrastructure to transport oil, but not gas.285Patrick Springer, North Dakota’s Gas Flaring Rate Seven Times Higher Than Next-Highest State, Study Finds, Inforum (Dec. 4, 2022, 12:10 PM), https://www.inforum.com/news/north-dakota/north-dakotas-gas-flaring-rate-7-times-higher-than-next-highest-state-study-finds [https://perma.
cc/MHG4-T7F6] (noting that flaring occurs at oil wells, not natural gas wells).
When gas cannot be delivered to consumers, the easiest alternatives are either to burn it or—even worse—to release it into the atmosphere.286Releasing (or “venting”) it is even more harmful because the main component of natural gas, methane, is a potent greenhouse gas. Flaring and Venting Reduction, supra note 282, at v.

But instead of wasting this gas, we should find ways to use it—and, thus, to increase the supply of energy without increasing emissions (since this gas will be burned anyway). One option is to build pipelines to take it to market.287Rystad Energy, Cost of Flaring Abatement 45 (2022), https://blogs.edf.
org/energyexchange/files/2022/02/Attachment-W-Rystad-Energy-Report-Cost-of-Flaring-Abatement.
pdf [https://perma.cc/6NSC-WUWA] (“Gathering is typically the most cost-effective method of preventing flaring . . . .”).
Indeed, flaring is less common in Texas than in North Dakota because there are more pipelines.288Springer, supra note 285 (“[F]laring in North Dakota is largely driven by a lack of infrastructure. Infrastructure capacity constraints account for 84% of flaring in North Dakota and 64% in Texas . . . .”). Where pipelines are not economical, facilities to use this gas can be added near the well, including small-scale generators, “micro” compression and liquefaction facilities, and petrochemical plants.289Rystad Energy, supra note 287, at 54, 59, 72; see also Flaring and Venting Reduction, supra note 282, at 11–13. If these solutions are not viable, the gas can be stored underground.290Rystad Energy, supra note 287, at 64.

2.  Methane Leaks

Natural gas also is wasted when it leaks from wells and pipelines. Like flaring, these leaks increase emissions without generating useful energy,291See supra Section III.A.3 (noting that methane is a dense greenhouse gas). so plugging them should be a priority. EPA proposed new rules on leaks in November of 2021, as well as supplemental rules a year later.292See EPA, Standards of Performance for New, Reconstructed, and Modified Sources and Emissions Guidelines for Existing Sources: Oil and Natural Gas Sector Climate Review, 86 Fed. Reg. 63110 (Nov. 15, 2021), https://www.federalregister.gov/documents/2021/11/15/2021-24202/standards-of-performance-for-new-reconstructed-and-modified-sources-and-emissions-guidelines-for [https://
perma.cc/A6E9-VVEZ]; EPA, Standards of Performance for New, Reconstructed, and Modified Sources and Emissions Guidelines for Existing Sources: Oil and Natural Gas Sector Climate Review, 87 Fed. Reg. 74702 (Dec. 6, 2022), https://www.federalregister.gov/documents/2022/12/
06/2022-24675/standards-of-performance-for-new-reconstructed-and-modified-sources-and-emissions-guidelines-for [https://perma.cc/6RHX-NREY].
The Inflation Reduction Act also introduced a charge on methane leaks in some circumstances.293Jason Lindquist, Cover Me, Part 2—Inflation Reduction Act’s New Methane Charge Takes Aim at Emissions, RBN Energy (Sept. 28, 2022), https://rbnenergy.com/cover-me-part-2-inflation-reduction-act-new-methane-charge-takes-aim-at-emissions [https://perma.cc/489S-32YV]. Analyzing the details of these measures is beyond this Article’s scope. The goal here is not to determine whether they are the best ways to target leaks, but to emphasize the importance of addressing this issue.

3.  Carbon Capture, Utilization, and Storage (“CCUS”)

Still another way to reduce environmental harms from fossil fuel is to capture and store CO2, so it is not released into the atmosphere. For example, emissions from power plants can be piped to old oil and gas wells.294About CCUS, Int’l Energy Agency (Apr. 2021), https://www.iea.org/reports/about-ccus [https://perma.cc/HJK7-ELTE]. “Carbon capture, utilisation and storage (CCUS) so far has not lived up to its promise,” the IEA has observed, but “[s]tronger climate targets and investment incentives are injecting new momentum into CCUS.”295A New Era for CCUS, Int’l Energy Agency (2020), https://www.iea.org/reports/ccus-in-clean-energy-transitions/a-new-era-for-ccus [https://perma.cc/V8A9-5DW4]. The U.S. tax code offers a tax credit for carbon capture, which the Inflation Reduction Act made more generous.296See I.R.C. § 45Q; see also Building a Clean Energy Economy, supra note 255, at 67–70 (describing IRA provisions on industrial decarbonization and carbon management). Again, the details of this credit are beyond this Article’s scope.

4.  Replace Coal With Natural Gas

Along with reducing emissions and pollution from specific types of fuel, policymakers also should change the mix of fuel. Specifically, a determined effort is needed to replace coal with natural gas.

Since the U.S. has ample reserves of both, they offer similar national security advantages.297See supra Section I.C.2. Yet burning coal produces nearly twice as many emissions as burning natural gas, as well as more pollution.298Carbon Dioxide Emissions Coefficients, supra note 149. Admittedly, natural gas poses the additional risk of methane leaks, as noted above.299See supra Section III.A.3. But as long as this problem is addressed, replacing coal with natural gas reduces emissions and pollution.300Id.

Indeed, this switch has helped U.S. emissions decline substantially in recent years, as noted above.301Id. Yet there is a lot of room for improvement, since coal still accounts for about 27% of the world’s energy,302Of the 92.97 Exajoules of energy the U.S. consumed in 2021, 10.57 Exajoules (or 11%) came from coal. Similarly, of the 595.15 Exajoules of energy the world consumed in 2021, 160.10 Exajoules (or 26.9%) came from coal. See bp, bp Statistical Review of World Energy 9 (71st ed.
2022), https://www.bp.com/content/dam/bp/business-sites/en/global/corporate/pdfs/energy-economics/
statistical-review/bp-stats-review-2022-full-report.pdf [https://web.archive.org/web/20230407
184949/https://www.bp.com/content/dam/bp/business-sites/en/global/corporate/pdfs/energy-economics/
statistical-review/bp-stats-review-2022-full-report.pdf].
as well as 11% of all energy used in the U.S.303U.S. Energy Facts, supra note 194.

As a result, U.S. exports of natural gas do double duty. Not only do they enhance national security (by replacing Russian gas), but they also protect the environment (by replacing coal). For the same reasons, bringing natural gas to Europe from the Eastern Mediterranean is also good for both national security and the environment, so it is unfortunate that the Biden Administration has impeded this effort, at least initially, as noted above.304See supra notes 1–3 and accompanying text. Just as natural gas should replace coal, there are analogous gains from replacing “heavy” oil with “light” oil. For example, using less Russian oil arguably is good not only for national security, but also for the environment; it is heavier and more sour than most U.S. crude. Hausmann, supra note 97 (“Russian oil is heavier than most OPEC or US oil, meaning that it generates more carbon dioxide per unit of energy. It is also sour, meaning that it contains a lot of sulfur, a nasty contaminant.”). For a comparison of the environmental effects of different types of crude oil, see D. Nathan Meehan, Hassan M. El-Houjeiri & Jeffrey S. Rutherford, Carbon Intensity: Comparing Carbon Impacts of Middle East and US Shale Oils, Society of Petroleum Engineers 3–6 (2018), https://onepetro.org/SPESATS/proceedings-abstract/18SATS/All-18SATS/SPE-192166-MS/215513 [https://perma.cc/85Y4-EYVM].

B.  Extra Supply Should Replace, Instead of Adding to, Existing Sources

As the previous Section showed, when the U.S. and its allies tap new sources of fossil fuel, they should favor cleaner ones. This Section adds a second environmental safeguard: in tapping new sources, the goal should be to stabilize—not increase—global supply.

Fortunately, increasing supply should not be necessary. Rather, to protect national security, the key is to fill a gap. If one supplier suddenly stops selling (because of an invasion or revolution) or should not be allowed to sell (because its revenue funds harmful conduct), another supplier needs to step in—not to add to global supply, but to replace the insecure or hostile source.

This reality reduces the tension with environmental goals. As long as new sources just fill a gap in the market, emissions and pollution should not increase. Overall, the same quantity of fossil fuel is burned; it just comes from different countries. Indeed, if friendly and secure sources are cleaner than the oil and gas they replace, as the previous Section recommended, global emissions and pollution would decline.

To be clear, this happens only if the insecure or hostile supplier’s oil and gas actually come off the market. This is quite likely for insecure sources, whose production is disrupted by an invasion or revolution. But with a hostile exporter, exiting the market is not automatic. If they want to keep selling, boycotts or other sanctions are needed to stop them. The key question, noted above, is whether these sanctions are effective.305See supra Section II.B. If not, adding new wells would increase global supply, instead of just stabilizing it, and thus could generate additional emissions and pollution.

To avoid this problem, new sources ideally should be elastic. They should increase production as insecure or hostile producers cut back, while reducing production as these other producers ramp up.

Is this feasible? The good news is that, at least to an extent, it happens automatically in response to market prices. On the one hand, if insecure or hostile producers cut production, prices rise, motivating secure and friendly suppliers to increase production. On the other hand, if insecure or hostile producers maintain their production, prices do not rise (or, at least, they revert after an initial panic). As a result, there is no market-based incentive to produce more (and, obviously, policymakers do not need to intervene with other incentives).

Yet, although prices provide some protection from oversupply (and the extra emissions and pollution it triggers), they are not a sure-fire solution. Suppliers sometimes respond slowly to changes in price, expecting prices to be volatile and waiting to see whether a trend endures.306Nick Lioudis, Oil and Gas Production Timelines, Investopedia, https://
http://www.investopedia.com/ask/answers/061115/how-long-does-it-take-oil-and-gas-producer-go-drilling-production.asp [https://perma.cc/Z6JL-YD5E] (“[C]hronic volatility . . . gives producers another reason not to rush longer-term supply decisions.”).
In addition, some suppliers are able to adjust more quickly than others, as emphasized above.307See supra Section I.C.3.ii. When prices rise, how fast can they bring more product to market? When prices fall, how rapidly can they cut production? Producers vary widely in this regard; for example, Saudi Arabia is fast, U.S. offshore wells are slow, and so forth.308Id.

The bottom line, then, is that tapping new sources of fossil fuel does not increase emissions or pollution if this new supply stabilizes (but does not increase) global supply. The same amount of fossil fuel is used, but it comes from different countries. This outcome is more likely when the new suppliers are flexible, so they can respond more quickly to market prices (and, therefore, to underlying shifts in global supply).

C.  In Adding New Capacity, Retain Flexibility to Make It Temporary

This brings us to a third way to minimize environmental harm from tapping new sources of oil and gas: ideally, this extra supply should be reversible, producing only as long as it is needed. This Section shows how U.S. shale can offer this flexibility and explains how policymakers can leverage it.

1.  U.S. Shale Has the Potential to Ramp Up Quickly

For one thing, shale producers can increase production fairly quickly, enabling them to replace suppliers that have become unavailable. Shale producers are not as fast as Saudi Arabia—which, as noted above, often can bring additional barrels to market within thirty days—but they are quicker than most other producers.309Id.; Bordoff et al., supra note 61, at 20 (“[S]hale oil supply cannot be ramped up quite as quickly as OPEC spare capacity can be activated.”). In general, shale producers take between six and twelve months to react to price changes.310See Bordoff et al., supra note 61, at 26. So when prices spike, these suppliers have the ability (and usually also the incentive) to increase production.

“Shale oil developments require relatively low amounts of initial capital and can be developed in relatively short order, making shale oil highly sensitive to price increases,” Bordoff, Halff and Losz have explained.311Id. at 20. “In contrast with the rest of the industry, which is highly concentrated, the shale oil industry is fragmented and made up of myriad small companies that are nimble, dynamic, innovative, and responsive to market changes.”312Id. 

Admittedly, before a well is drilled—in a shale formation or anywhere else—years may be required to find the right location and secure permits. But this does not slow down well-run energy companies. They constantly explore and lease new sites and secure permits, sometimes years before they ever intend to drill there. As a result, these firms have an inventory of sites already approved. “The idea is that if there are delays with permitting or other land issues,” one analyst explained, “that the management team will have flexibility in deciding where they want to drill and not run short on options.”313Gary Gentile & Starr Spencer, Fuel for Thought: US Oil, Gas Industry Not Keen on Playing ‘Swing Producer’ Role, Despite Government Pleas, S&P Glob. (Mar. 15, 2022), https://www.spglobal.com/commodityinsights/en/market-insights/blogs/oil/031522-fft-us-oil-gas-swing
-producer-energy-prices-inflation-granholm [https://perma.cc/DPX8-GRSC] (quoting oil analyst Nathan Hasbrook).

Obviously, they still have to drill the well, but drilling in shale is a lot faster than drilling offshore.314“Drilling an offshore well can take three to four months and cost $120 million to $160 million per well,” Nick Lioudis explains, “with the most complex drilling projects taking as long as a year.” Lioudis, supra note 306. In contrast, a shale well takes about ten weeks to drill. See id. (Explaining that it takes two to four weeks to drill the well, a week to prepare for hydraulic fracturing, ten days for fracturing, a week to add production tubing, and another two to three weeks in which oil or gas is still mixed with sand). To shorten the time even further, companies can drill the well, cap it, and then complete the process later when they actually need the oil or gas.315Time Between Drilling and First Production Has Little Effect on Oil Well Production, U.S. Energy Info. Admin. (Sept. 10, 2019), https://www.eia.gov/todayinenergy/detail.php?id=41253 [https://perma.cc/L8QT-XEBD] (“Some oil wells are completed shortly after drilling is completed, but other wells remain drilled but uncompleted (DUC) for several months or years.”).

2.  U.S. Shale Also Can Slow Production Quickly

Not only can U.S. shale producers ramp up quickly to fill a gap in the market, but they also can ramp down when extra production is no longer needed. As a result, shale wells are well positioned to replace, instead of supplementing, other production.

A more traditional well, whether drilled onshore or offshore, usually lasts twenty years or more.316From Inception Through Completion: The Life Cycle of a Well, Energy HQ (2017), https://energyhq.com/2017/08/from-inception-through-completion-the-life-cycle-of-a-well [https://
perma.cc/G2S3-VFNL] (“Oil and natural gas production of one well can last up to 20–30 years.”).
As a result, it has more potential to become a stranded asset, which keeps pumping even after it is no longer needed.

In contrast, shale wells have much shorter useful lives. Hydraulic fracturing usually enables them to pump only for a year or two.317Hausmann, supra note 97 (“From an environmental standpoint, US oil and gas projects have the advantage of being quick to execute and wind up. A tight oil or gas well produces over 85% of its output in the first two years, whereas traditional oil fields can take up to a decade to develop and then run for decades . . . .”). To keep producing, the firm needs another round of hydraulic fracturing or a new well. If demand has declined—so prices have fallen—the firm will not have the incentive to make this additional investment. “Unlike other types of oil projects, shale oil production declines steeply after initial production,” Bordoff, Halff and Losz have explained.318Bordoff et al., supra note 61, at 20. “Another distinctive quality of shale projects is their relatively high ongoing costs, which makes shale production sensitive to price declines as well.”319Id.

These differences give shale a significant edge over conventional wells, such as the Willow Project in Alaska, which the Biden Administration green-lighted in March 2023.320Ella Nilsen, The Willow Project has Been Approved. Here’s What to Know About the Controversial Oil-Drilling Venture, CNN (Mar. 14, 2023, 3:46 PM), https://www.cnn.com/2023/03/14/politics/willow-project-oil-alaska-explained-climate/index.html [https
://perma.cc/R74T-EW3C]. The project was first approved by the Trump Administration in 2020, and Biden Administration officials have indicated that legally they had no choice but to allow it to proceed, but many environmental advocates are not persuaded by this claim. Id.
Unlike shale wells, Willow is expected to have a thirty-year useful life.321Victoria Petersen, Alaska’s Willow Project Promises Huge Amounts of Oil—and Huge Environmental Impacts, High Country News (Aug. 3, 2022), https://www.hcn.org/articles/
north-energy-industry-alaskas-willow-project-promises-huge-amounts-of-oil-and-huge-environmental-impacts [https://perma.cc/JX72-R9M3] (noting that Willow is expected to produce 180,000 barrels per day for 30 years).
Will the world still need Willow’s oil in thirty years? With a fast enough transition to clean energy proceeds, the answer could well be “no.” Arguably, then, approving Willow and other long-lived conventional projects is a mistake. Instead, the better approach is to rely more on shale to increase U.S. production.

In short, the geology of shale wells makes them much less likely to become stranded assets. They can ramp up to fill gaps in the market, and then slow production when there is excess supply.

3.  Reversible Infrastructure

While shale producers can get oil and gas out of the ground quickly, it still needs to be refined and brought to market. This requires an elaborate infrastructure, including pipelines, refineries, and LNG terminals. Unlike shale wells, infrastructure take years to build.

i.  Infrastructure Approvals: A Key Lever for the Government

A key question is whether this infrastructure is already in place. The answer varies with the location of the drilling, as well as the type of fossil fuel. In places where the infrastructure is adequate, shale producers already have the potential to serve as swing producers. But in other places, costly infrastructure investments are still needed, especially for natural gas, to take full advantage of their rapid reaction time. For example, the U.S. needs more LNG terminals to do more to replace Russian natural gas in Europe. Yet although a number of new export terminals have been built and more are under construction, the Biden Administration decided in January 2024 to “pause” the issuance of permits for new projects.322See U.S. LNG Export Capacity to Grow as Three Additional Projects Begin Construction, U.S. Energy Info. Admin. (Sept. 6, 2022), https://www.eia.gov/todayinenergy/detail.php?id=53719 [https://perma.cc/PR6E-8SRT]; see also Shidler, supra note 119 (discussing impact of pause on export permits to countries that do not have free trade treaties with the U.S.).

In these efforts to ramp up production, the division of labor between the private sector and the government should be emphasized. In the U.S., private firms have significant discretion about how many wells to drill. In contrast, the government plays a critical role in major infrastructure projects. Under current law, the permitting process is as protracted as it is significant; a project cannot proceed unless the relevant agencies sign off. Deciding whether to do so is one of the main ways the government can either encourage or slow U.S. production.

In making these judgments, policymakers should balance the various considerations highlighted in this Article. How important is it to replace Russia? Or to have greater potential to replace Middle Eastern suppliers? Is the new source of oil and gas cleaner or dirtier than other sources? Would it really replace these other sources, or just supplement them?

ii.  Investing in Infrastructure to Leverage the Flexibility of Shale

While these are context-specific judgments, the recommendation here is to err on the side of building more infrastructure. We should build it, even if we will not always use it.

This approach enables the U.S. and its allies to leverage the flexibility of shale production. On the one hand, when more fossil fuel is needed to replace insecure or hostile suppliers, the infrastructure is there to bring it to market. On the other hand, when there is too much supply—so shale producers are ramping down—the infrastructure does not need to be fully utilized.

Admittedly, this approach raises two potential concerns. First, once this infrastructure is built, we might keep using it longer than we should. For instance, what if we hope to stop using fossil fuel in fifteen years, but a pipeline has a thirty-year useful life? If the pipeline is built, there will be a temptation to use it for thirty years, instead of just fifteen.323Jason Bordoff & Megan L. O’Sullivan, The New Energy Order, Foreign Affs. (July/Aug. 2022), https://www.foreignaffairs.com/articles/energy/2022-06-07/markets-new-energy-order [https://
perma.cc/2Z5F-B9MQ] (“[S]uch investments should not create obstacles to climate action by strengthening economic forces that oppose faster progress because they have vested financial interests in today’s energy system.”).

The solution to this problem is for infrastructure approvals to be contingent. In licenses and permits, the government should reserve the right to shut the infrastructure down before the end of its useful life. In the above example, the permit could allow the government to close the pipeline after fifteen years. This provides flexibility to respond to changed circumstances. In fifteen years, if the primary concern is climate and pollution, policymakers can shutter the pipeline. But if national security looms especially large, it can remain in use. Put another way, it is better to make permits contingent than to refuse to issue them at all—as the Biden Administration has done in “pausing” new LNG export permits—so the infrastructure is there when it is needed.

Admittedly, even if a contingent permit is granted, this does not mean that the project will proceed. This brings us to the second issue: limits on the use of infrastructure reduce its value to the private sector. The risk of an early shut down may keep projects from being built, even if they are urgently needed now. For example, the U.S. should build LNG terminals to be able to support its European allies and weaken Russia. But what if the risk of an early shut down discourages the private sector from building them?

The answer is for the government to help fund some projects. This is not meant as a handout to the fossil fuel industry, but as a response to the national security and environmental externalities highlighted in this Article. In some cases, investing in an LNG facility is more cost-effective than supplying military aid to Russia’s neighbors. Likewise, shutting down this facility when it is no longer needed may well be cheaper than building seawalls or repairing damage from storms. In short, the market failures discussed in this Article justify a government role, along with government expenditures.

“[G]overnments,” Bordoff and O’Sullivan have observed, “could develop innovative tools to plan for obsolescence.”324Id. For example, one approach would be for the government to pay compensation (for example, the infrastructure’s appraised value) in shutting down infrastructure after a period of time (for example, fifteen years). Another would be for the government to cover a share of the cost up front in exchange for acquiring ownership (or the right to shut the infrastructure down) after a preset term of years.325See id. (“[Governments] might favor the permitting of hydrocarbon infrastructure investments with shorter payback periods, condition that permitting on having a right to pay to wind down the asset after a specified time, or shorten the payback period by lowering the cost of capital for private firms in exchange for the right to retire the asset after the investment yields a certain return.”).

In deciding which infrastructure projects to approve, policymakers should also consider whether they can be retooled for another purpose. An advantage of natural gas pipelines, for instance, is that they might someday transport hydrogen, a potential source of clean energy.326Vera Eckert, Stephen Jewkes & Isla Binnie, Europe’s Gas Firms Prime Pipelines for Hydrogen Highway, Reuters (Nov. 18, 2021, 6:28 AM), https://www.reuters.com/business/cop/europes-gas-firms-prime-pipelines-hydrogen-highway-2021-11-18 [https://perma.cc/2JDX-A88N].

Is investing in pipelines and other infrastructure the best use of public money? Obviously, rigorous judgments are needed about how this investment stacks up against other ways to address national security and environmental risks. But in some cases, reversible infrastructure is likely to be the most cost-effective way to pursue these goals.

4.  So Why Did U.S. Shale Production Not Increase More Rapidly After Russia Invaded Ukraine?

With the right infrastructure, U.S. shale producers have the potential to avert (or at least dampen) supply shocks. Yet admittedly, they did not play this role after Russia invaded Ukraine in 2022. Even as prices spiked, they were slow to increase production.327Dan Eberhart, Why U.S. Shale Producers Aren’t Riding to the Rescue Despite Tight Oil Supplies, Forbes (Sept. 19, 2022, 11:51 AM), https://www.forbes.com/sites/
daneberhart/2022/09/19/why-us-shale-producers-arent-riding-to-the-rescue-despite-tight-oil-supplies [https://perma.cc/V3NE-RWXW] (“Despite intense market signals that more supply is needed, shale producers say a bailout is not in the cards.”).

Even so, there were context-specific reasons for their hesitation, which will not necessarily recur. For one thing, the industry had just weathered the coronavirus pandemic, which slashed global demand, requiring steep production cuts, and plunged a number of producers into bankruptcy. This bruising experience made firms cautious about ramping up quickly.328Paul H. Tice, Why U.S. Oil and Gas Producers Aren’t Solving the Energy Crisis, Wall St. J. (Mar. 15, 2022, 12:30 PM), https://www.wsj.com/articles/why-american-producers-arent-solving-energy-crisis-price-hike-rise-oil-gas-wells-fracking-shale-lng-climate-change-green-russia-1164735474
4 [https://perma.cc/KB28-CA9X].

For firms that were willing to increase production, there was another barrier: the pandemic caused a host of supply chain bottlenecks. Like in other industries, shale producers struggled to get enough equipment and employees to increase production.329Eberhart, supra note 327 (“Part of this is down to supply chain issues, inflation, and infrastructure constraints . . . .”).

Economic losses during the pandemic also burned investors. For years, they had provided capital even though shale producers were not (yet) profitable, prioritizing production increases and accepting that profits would come eventually. But the pandemic changed Wall Street’s attitude. After a wave of losses and bankruptcies, earnings—not increased production—became the priority.330Gentile & Spencer, supra note 313 (“E&Ps have restricted their capital budgets in recent years and given generous percentages of their cash flows to shareholders.”). Executive compensation was adjusted to reflect this shift,331See Eberhart, supra note 327 (“Compensation incentives for executives in the shale industry are now dominated by cash return targets rather than production growth targets.”). and the inventory of wells declined.332Jinjoo Lee, Oil’s Other Strategic Reserve Is Running Low, Too, Wall St. J. (Nov. 9, 2022, 7:30 AM), https://www.wsj.com/articles/oils-other-strategic-reserve-is-running-low-too-11667963507 [https://perma.cc/7X66-HVDN] (noting decline in number of drilled but uncompleted wells among shale producers). Yet the good news is that shale producers delivered record profits in 2022, which were turbocharged by a surge in oil and gas prices. Hopefully, these profits will ease investor concerns about expansion going forward.

Even so, there is still another barrier to overcome—one rooted in policy and perception, rather than in market dynamics. Before Russia invaded Ukraine, the Biden Administration’s rhetoric and policies sent a clear signal that fossil fuel production should decline.

“I want you to just take a look . . . I want you to look in my eyes,” Joe Biden said as a presidential candidate.333Thomas Phippen, Biden Keeping His Promise to ‘End Fossil Fuel’ Increased Gas Prices, RSC Memo Shows, Fox Bus. (Mar. 28, 2022, 8:14 AM), https://www.foxbusiness.com/politics/biden-fossil-fuel-gas-prices-promise-republican-study-comittee-memo [https://perma.cc/G9SH-XNPT]. “I guarantee you, I guarantee you we are going to end fossil fuel and I am not going to cooperate with them, OK?”334Id. In this spirit, he pledged to stop auctioning oil and gas leases on federal land. “And by the way,” he said, “no more drilling on federal lands, period. Period, period, period.”335Libby Cathey, Infuriating Climate Activists, Biden Expands Oil Drilling on Public Land, ABC News (Apr. 18, 2022, 2:17 PM), https://abcnews.go.com/Politics/infuriating-climate-activists-biden-expands-oil-drilling-public/story?id=84148098 [https://perma.cc/YMC6-FFXD] (quoting Joe Biden’s pledge at a 2020 townhall in New Hampshire). On his first day in office, President Biden canceled the Keystone Pipeline.336Ben Lefebvre & Lauren Gardner, Biden Kills Keystone XL Permit, Again, Politico (Jan. 20, 2021, 5:01 AM), https://www.politico.com/news/2021/01/20/joe-biden-kills-keystone-xl-pipeline-permit-460555 [https://perma.cc/XR6W-2QXN]. Less than a week later, he imposed a “pause [on] new oil and natural             gas leases on public lands or in offshore waters . . . .”337Tackling the Climate Crisis at Home and Abroad, Exec. Order No. 14,008, Sec. 208, 86 Fed. Reg. 7169 (Jan. 27, 2021).

Yet as energy prices started to rise—and then spiked after Russia invaded Ukraine—the Biden Administration began walking back this message. They resumed leasing federal land after a district court enjoined the “pause,”338See generally State of La. v. Biden, 543 F. Supp. 3d 388 (W.D. La. 2021) (enjoining Biden Administration from implementing a “pause” on new oil and gas leases on public lands and in offshore waters, and holding that president does not have authority to override statutes requiring auctions for these leases). and agreed to allow more leases as a compromise to pass the Inflation Reduction Act.339 See Jake Bittle, The Inflation Reduction Act Promises Thousands of New Oil Leases. Drillers Might Not Want Them, Gov’t Exec. (Aug. 11, 2022), https://www.govexec.
com/oversight/2022/08/inflation-reduction-act-promises-thousands-new-oil-leases-drillers-might-not-want-them/375698 [https://perma.cc/Q6NB-Z7S8] (“[B]ecause the so-called Inflation Reduction Act bears the imprint of swing-vote Senator Joe Manchin, it . . . reinstates old auctions that the Biden administration has tried to cancel and . . . . requires that the government auction millions of acres of oil and gas leases before it can auction acreage for wind and solar farms.”).
President Biden also began urging U.S. companies to increase production (while also criticizing them for profiting from higher prices).340Josh Boak, Biden Calls for More Production and Lower Profits in Letter to U.S. Oil Refiners, PBS (June 15, 2022, 11:46 AM), https://www.pbs.org/newshour/nation/biden-calls-for-more-production-and-lower-profits-in-letter-to-u-s-oil-refiners [https://perma.cc/J9RT-3L4P] (“Your companies need to work with my Administration to bring forward concrete, near-term solutions that address the crisis.” (quoting letter from President Biden to U.S. oil refiners)); Rachel Frazin, Biden Sends Mixed Signals to Oil Industry, The Hill (Mar. 24, 2022, 6:00 AM), https://thehill.com/policy/energy-environment/599473-biden-sends-mixed-signals-to-oil-industry [https://perma.cc/QW9P-M5V8] (“The administration has asked U.S. oil and gas producers to drill more as Russia’s invasion of Ukraine has pushed gasoline prices higher. But it has also taken a somewhat hostile tone, blaming the industry for not bringing prices down quickly enough.”).

Even so, U.S. oil and gas producers were skeptical about the Administration’s shift in policy and rhetoric. “The Biden administration’s anti-fossil fuel policies and messaging have not helped the investment environment,” observed the CEO of an oil services firm.341Eberhart, supra note 327. “The White House may ask producers for more supply today, but their policy priorities seek to eliminate the need for that additional supply within five years.”342Id. This pessimistic assessment was reinforced when the Biden Administration stopped issuing new LNG export permits early in 2024.

This chilling effect was unfortunate. Since the U.S. and its allies will rely on fossil fuel for years to come, discouraging new development comes at a cost.

To sum up, developing extra supply in the market for oil and gas has advantages for national security, but potential costs for the environment. Yet there are three ways to square this circle. First, policymakers should aim to make these new fossil fuel investments as “clean” as possible. Second, in adding new capacity, the goal should be to replace other fossil fuel sources, not to add to them. Third, the new sources should be flexible, so they can be ramped up and dialed back, as needed. In these ways, the U.S. and its allies can bring new oil and gas online while still reducing emissions and pollution.

VI.  REGULATORY STRATEGY

As the last two Parts have shown, the U.S. and its allies need to reduce demand for fossil fuels, while also tapping new sources in environmentally responsible ways. This Part outlines a regulatory strategy to advance these goals. The best approach is a mix of Pigouvian taxes, targeting the various national security and environmental costs discussed in this Article. Unfortunately, this strategy has not gained any political traction in the U.S., at least so far.

As a fallback, some commentators (and, indeed, a number of celebrities) have called for a moratorium on new fossil fuel development. Yet this would be a mistake, as a moratorium would actually harm both national security and the environment.

Instead, the better approach is an incremental effort to alter the mix of energy sources over time. To guide this effort, this Part proposes a heuristic called “the marginal efficiency cost of energy”: policymakers should account for all the social costs of each source (for example, U.S. oil, Russian natural gas, U.S. coal, nuclear, and so forth)—not just private costs, but also national security and environmental costs—and then proceed step-by-step, looking for opportunities over time to replace high social cost sources with low social cost sources. To advance this agenda, policymakers can rely on whatever policy instruments are available, including permits, licenses, regulations, mandates, and subsidies.

A key challenge in implementing this agenda is regulatory fragmentation. A policymaker responsible solely for environmental risks will not have the incentives (and possibly also the expertise) to consider national security risks, and vice versa.

Lining up political support is also a challenge, but this Article’s approach—emphasizing both the environment and national security—could prove helpful. At the risk of dramatically oversimplifying U.S. politics, the environment tends to be more of a priority for the left, while national security tends to be more of a priority for the right. The key to bipartisan support could well be policies that advance both sets of goals. In other words, the right coalition could be both green and red, white, and blue.

A.  Pigouvian Taxes

As I (and many others) have written elsewhere, arguably the best way to deal with negative externalities in energy is with Pigouvian taxes, which add these third-party costs to the price.343See Schizer, Energy Subsidies, supra note 6, at 267–70. This Section outlines the advantages of this regulatory approach, and briefly discusses how it can be used to target threats not only to the environment (which are well understood), but also to national security (which have received less attention). Yet since carbon taxes have attracted very little political support in the U.S., the discussion of Pigouvian taxes here is brief.

For the same reason, this Article does not offer a separate discussion of cap and trade. It is well understood that this regulatory strategy—which sets limits on an activity and issues tradable permits that authorize a designated level of it—offers similar benefits as Pigouvian taxes, so there is no need for a separate analysis here.

1.  Efficiency of Pigouvian Taxes

Pricing externalities is a very efficient way to mitigate them. With a carbon tax, for example, if emissions from a gallon of gasoline cause fifty cents of harm to the climate, a tax of fifty cents per gallon is added to the price at the pump.344See Mitch Ratcliffe, Helping Future Generations Cover the Cost of a Gallon of Gasoline Today, Earth911 (Feb. 23, 2023), https://earth911.com/inspire/pay-social-cost-of-carbon-today [https://perma.cc/3K93-U67K] (noting that the Biden Administration estimated the social cost of carbon at $51 per ton for 2021, which implies a carbon tax of 50 cents per gallon, and that the Biden Administration might increase the estimate to $190 per ton, which implies a carbon tax of $1.84 per gallon). A tax also is imposed on other sources of climate harms, including natural gas, coal, jet fuel, propane, livestock, chemicals, and so on. Since the harms from these various activities are not the same, a well-crafted carbon tax is calibrated to reflect these variations.

In implementing a Pigouvian tax, the regulator’s most important job is to estimate the externalities as accurately as possible—a responsibility that is difficult, to be sure, but also limited.345In a cap-and-trade system, the key step is to set the quantity, not the price. See generally Louis Kaplow & Steven Shavell, On the Superiority of Corrective Taxes to Quantity Regulation, 4 Am. L. & Econ. Rev. 1 (2002). The good news is that adding these costs to the price of goods and services fixes the market failure. Once regulators accomplish this, they can rely on the market to address the externality as efficiently as possible.

Instead of a “one-size-fits-all” approach, consumers have broad discretion to mitigate the relevant harm in whatever way is easiest for them. In response to a carbon tax, for instance, consumers can adjust their behavior in a host of ways: they can take mass transit, carpool, telecommute, move closer to work, get a car with a more fuel-efficient internal combustion engine, drive a hybrid, buy an EV, install solar panels on their roof, lower the thermostat in the winter, buy heat pumps and energy-efficient appliances, turn off the lights when they leave the room, use energy efficient bulbs, install better insulation, eat less meat, and much more. In dozens of choices every day, they can reduce their carbon footprint.346See Schizer, Energy Subsidies, supra note 6, at 277 (describing range of potential responses to national security tax).

Pigouvian taxes also offer similar flexibility to businesses. For example, by increasing gasoline prices, a carbon tax motivates auto manufacturers to prioritize fuel efficiency. Again, there are a host of ways to do this, including lighter materials, more efficient internal combustion engines, hybrids, EVs, and so on.347Id. at 278 (noting that tech neutral taxes allow the government to rely on private sector competition).

With a subsidy, the government would have to pick which approaches to support—something the government usually lacks the incentives and expertise to do well.348Id. at 278–81. With a carbon tax, by contrast, the government does not have to make this sort of a judgment. Instead, the tax motivates businesses to respond to the problem. They compete for customers by experimenting with different approaches.349Id.

2.  The Perils of Picking Winners: EVs versus Hybrids

Sadly, the problems with “picking winners” were on full display in the Inflation Reduction Act. For example, it offers a generous subsidy for EVs, but no subsidy for hybrids, which have both a battery and a gas tank. At one level, this makes sense. EVs have a smaller carbon footprint, so the switch from a gasoline-powered car to an EV reduces emissions approximately twice as much as the switch to a hybrid.

But this analysis does not take account of an important downside of EVs: their batteries are a lot larger because, unlike hybrids, they can’t run on gasoline as a backup power source. So compared with a Toyota Camry hybrid, a Chevy Bolt’s battery is sixty times larger, and thus requires sixty times more lithium and other minerals. Hopefully, this differential won’t matter over time, as the global supply of the relevant minerals expands.

But for now, this supply is quite constrained. This means that the same quantity of scarce minerals can produce either one Chevy Bolt or sixty Toyota Camry hybrids. Although a Bolt is about twice as effective at reducing emissions as a hybrid on a one-for-one basis, the analysis is very different when one Bolt is compared—not to a single hybrid—but to sixty of them. Are emissions reduced more by replacing one gasoline-powered car with a Bolt, or sixty gasoline-powered cars with sixty Toyota Camry hybrids? The sixty hybrids reduce emissions twenty-nine times more than a single Bolt!350See Steve Hanley, Reducing Carbon Emissions — Hybrid Vs. Plug-In Hybrid Vs. Battery Electric, Clean Technica (June 14, 2019), https://cleantechnica.com/2019/06/14/reducing-carbon-emissions-hybrid-vs-plug-in-hybrid-vs-battery-electric [https://perma.cc/P48Y-EJC8] (relying on analysis of Kevin F. Brown).

In other words, once the analysis incorporates the scarcity of minerals—and thus the number of cars that actually can be produced—Congress’s decision to subsidize only hybrids, and not EVs, is questionable. The broader point, of course, is that Congress is not well positioned to pick one technology over another. Again, this is the great advantage of a carbon tax. It spares Congress from making these choices. After setting a price for emissions, Congress can rely on the market to develop the most cost effective ways to reduce them, such as hybrids in the short term and EVs in the long term.

3.  A Menu of Pigouvian Taxes on Energy

Like carbon taxes, Pigouvian taxes on pollution and national security harms have the same advantages. For example, since coal causes more pollution than other fossil fuels, adding this cost to the price of coal motivates consumers and businesses to use less of it and favor cleaner alternatives.

To internalize the externalities discussed in this Article, four types of Pigouvian taxes are needed: first, a carbon tax; second, a tax on pollution; third, a tax to cover the cost of defending access to energy from insecure or unstable sources (including petroleum, specialized minerals used in clean energy, and uranium); and, finally, the cost of funding exporters that engage in aggressive or repressive conduct (including oil and gas from Russia and Iran, clean energy from China, and so forth).

4.  Defense Externalities: A Tax on Oil

As an example of a tax on defense externalities, consider the case of oil. Should this tax apply to all oil, or only to barrels imported from insecure suppliers? In other words, should it be a version of a gasoline tax, or a tariff?

The argument for a broader tax, which would apply even to domestic production, is that oil is fungible. Using it exposes the U.S. to supply shocks, and the prospect of these shocks motivates the U.S. to defend insecure suppliers (even ones that do not sell oil in the U.S.). By taxing all oil, policymakers would reduce demand for oil overall, thereby mitigating these risks.

In contrast, the case for the narrower tax, which would apply only to imports from insecure suppliers (such as those in the Middle East), is that the U.S. incurs extra defense costs only to protect these suppliers, not suppliers in the U.S., Canada, and other secure countries. Favoring the latter (with either an exemption or a lower rate) would encourage more production in North America and other secure locations.

Notably, the U.S. could probably differentiate among these suppliers without violating its trade commitments. Under the General Agreement on Tariffs and Trade (“GATT”), countries have significant latitude to protect national security.351See General Agreement on Tariffs and Trade art. XXI, Oct. 30, 1947, 61 Stat. A-11, 55 U.N.T.S. 194 (Security Exceptions).

Even so, distinguishing among suppliers poses a number of administrability challenges. For example, how feasible would it be to trace the origin of crude oil?352See Georg Zachmann, Ben McWilliams & David Kleimann, How a European Union Tariff on Russian Oil Can Be Designed, Bruegel (Apr. 29, 2022), https://www.bruegel.org/blog-post/how-european-union-tariff-russian-oil-can-be-designed [https://perma.cc/6B7Z-7S6B] (“Anti-circumvention measures must play a prominent role,” including the policing of ship-to-ship transfers, which “have been used by countries including Iran and Venezuela to evade sanctions.”). What if crude from different sources is blended together?353See id. (“Shell mixed 49% Russian diesel with 51% diesel of other origin, conferring non-Russian originating status onto Russian produce in order to disguise purchases of Russian oil.”).

If these administrability issues can be addressed, the right approach may be to impose two taxes: one on all oil used in the U.S., regardless of where it is produced, and another on imports from insecure suppliers (so these imports are subject to both taxes). Yet a definitive analysis of this issue is beyond this Article’s scope.354A number of other implementation issues would arise as well. For instance, at what point in the production process would the tax be imposed? What penalties and enforcement mechanisms would be appropriate? Would the tax still apply to crude that is imported, refined in the U.S., and then exported?

5.  Funding Externalities: A Tariff on Russian Oil

A tax can be used to internalize the cost not only of defending insecure exporters (such as Kuwait), but also of funding threatening exporters (such as Russia). This sort of tax is supposed to reduce the revenue of rogue exporters, but this does not always happen. In some cases, the tax ends up hurting consumers, instead of the hostile exporter.355See Ricardo Hausmann, The Case for a Punitive Tax on Russian Oil, Project Syndicate (Feb. 26, 2022), https://www.project-syndicate.org/commentary/case-for-punitive-tax-on-russian-oil-by-ricardo-hausmann-2022-02 [https://perma.cc/6GWY-DJZ5] (“The more elastic the demand, the more the producer bears the cost of the tax because consumers have more options. The more inelastic the supply, the more the producer—again—bears the tax, because it has fewer options.”); Zachmann et al., supra note 352 (“This success of [a tariff on Russian oil] would rely on the assumption that the EU can more easily find alternative oil suppliers than Russia can find alternative buyers.”); John Sturm, Kai Menzel & Jan Schmitz, The Simple Economics of Optimal Sanctions: The Case of EU-Russia Energy Trade 11 (2022) (“EU-optimal tariff is . . . larger when Russia has a smaller supply elasticity.”).

The key question is, “who has more bargaining power?” To illustrate the difference, let us use a stylized example in which the global price of oil is $75 per barrel and the U.S. and E.U. impose a $25 per barrel tariff on Russian oil.

Let us start with the optimistic scenario. Assume that consumers have a lot of bargaining power (because, for example, they can either use less oil or buy it from other producers), while Russia cannot afford to cut production. In this case, Russia absorbs the tariff: the global price stays at $75, forcing Russia to cut its price to $50 to remain competitive. In this situation, the tariff does its job. It reduces Russia’s revenue—shifting Russia’s producer surplus to the taxing jurisdictions—so Russia has less money for the war in Ukraine.356Sturm et al., supra note 355, at 7 (“This reduction in price makes Russian producers worse off, as shown by their smaller ‘producer surplus’ region . . . . Meanwhile, the EU collects the full change in Russian producer surplus as tariff revenue.”).

Unfortunately, this successful outcome is not inevitable. Instead, another possibility is that the tariff ends up hurting U.S. and E.U. consumers, without reducing Russia’s export revenue very much. This happens if Russia is the one with the bargaining power (for example, because it can afford to stop selling or can sell to other buyers, but consumers cannot cut their consumption or rely on other suppliers). In this case, consumers bear the economic burden of the tax.357Id. at 9 (“We conclude that—in the extreme case of inelastic EU demand—a tariff on imports from Russia is totally ineffective at damaging the Russian economy . . . .”). Russia raises its price to $100 (so it still gets $75 pre-tax per barrel), and the global price rises to $100. In this situation, the tariff does not reduce Russia’s revenue, at least by much. The modest advantage of this policy is that higher prices should reduce demand a bit in the short term—and, presumably, more over time as consumers find ways to adjust—so Russia sells fewer barrels.358Id. at 9–10 (observing that a tariff that increases prices reduces consumer demand, causing Russia to sell fewer barrels).

What does the evidence suggest about Russia? Instead of a tariff, the U.S. immediately stopped buying Russian oil, while the E.U. phased down its purchases more gradually. In response, Russia redirected its exports to China, India, and other countries that have not joined these boycotts. But as noted above, Russia has had to sell at a discount of approximately 25%. This lack of bargaining power suggests that if the U.S. and E.U. decided to impose a 25% tariff, instead of a boycott, Russia would be willing to keep selling at a 25% discount (as they already do in selling to China and India).359Indeed, they might be willing to sell at an even steeper discount, if only because their production costs are so low. “[T]he numbers are staggering,” Hausmann has observed. “[E]ven if the oil price fell to $6 per barrel (it’s above $100 now), it would still be in [the Russian state oil company’s] interest to keep pumping: Supply is truly inelastic in the short run.” Hausmann, supra note 355 (noting that Rosneft’s marginal cost is estimated to be $5.67 per barrel); see also Hannes Lenk, The Costs of War: How Tariffs Could Help Europe Give Up Russian Oil and Gas, Swedish Inst. for Eur. Pol’y Studs. 1 (2022), https://www.sieps.se/en/publications/2022/the-costs-of-war-how-tariffs-could-help-europe-give-up-russian-oil-and-gas [https://perma.cc/9AKS-BXEA] (“Russian suppliers would struggle to offload the huge volume destined for the EU elsewhere, and would be forced to sell at a discount.”).

So, what is the difference? Either way, Russia loses this 25%. The question is who gets it. With the tariff, it would go to the taxing countries (for example, the U.S. and members of the E.U.). With the embargo, it goes to buyers in China, India, and other countries that keep buying discounted Russian crude.

In December of 2022, the U.S. and its allies imposed another sanction: a cap on the price of Russian oil. Instead of a total ban on insuring and transporting Russian oil—a policy that was about to go into effect, and might have triggered a supply shock—the U.S. and its allies made an exception for Russian oil, as long as it was selling below $60 per barrel.360Chris Cook & David Sheppard, Russian Crude Being Shipped to India Under G7 Price Cap, Fin. Times (Dec. 27, 2022), https://www.ft.com/content/41237fe7-210d-406c-a22a-2e17a79f7381 [https://perma.cc/8H8Z-CXH8] (“The G7 price cap was designed to keep Russian oil flowing to avert supply shortages, but at a price of $60 a barrel or lower in order to squeeze the Kremlin’s revenues.”). Notably, Russian crude was already trading below this level because of the discount, as discussed above.361Id. (“Putin has acknowledged that most Russian oil was already trading at or below $60 a barrel, saying ‘the ceiling they have suggested is in line with the prices we are selling at today.’ ”). This price cap presumably gave India and China even more leverage to demand discounts, while also avoiding a supply shock by allowing Russia to keep selling crude. But eventually, Russia found ways to avoid this cap, for instance, by cobbling together its own fleet to ship oil (and overcharging on shipping as a way to make up for the discount).362Id. (noting that India has continued buying Russian crude under the price cap); see also Shidler, supra note 119 (discussing how Russia has evaded the cap).

Although Russia was forced to accept discounts in selling oil, it has more bargaining power in selling natural gas. Because it is much harder to reroute, as noted above, Europe cannot easily replace Russian natural gas, at least in the short term. This means a tariff on Russian natural gas is likely to hurt E.U. consumers, not Russia, at least in the near term.363Lenk, supra note 359, at 1 (“The price elasticity of oil is not the same as that of gas . . . . The market for gas . . . is localized and Russia holds a quasi-monopoly . . . . [So] in the short term only a fraction of Russian natural gas could be replaced with supplies from other countries or with LNG.”). Indeed, even without a tariff, Russia has dramatically cut its gas shipments to Europe, as noted above, causing prices to spike and pressuring Europe to ration natural gas.364See supra Section II.A.2.

6.  Political Constraints

While Pigouvian taxes have obvious advantages, which have prompted most of our allies to adopt carbon taxes,365See Olivia Lai, What Countries Have a Carbon Tax?, Earth.org (Sept. 10, 2021), https://earth.org/what-countries-have-a-carbon-tax [https://perma.cc/KN7K-XDDA] (noting that twenty-seven countries have a carbon tax, including Canada, Japan, Korea, Mexico, the U.K., and the European Union). the political track record in the U.S. is discouraging. Indeed, few U.S. politicians have been willing even to propose carbon taxes.366A modest exception is a tax on methane emissions in the Inflation Reduction Act of 2022. This narrow measure taxes emissions of some large natural gas and petroleum wells, LNG facilities, and pipelines. Jonathan L. Ramseur, Cong. Rsch. Serv., R47206, Inflation Reduction Act Methane Emissions Charge: In Brief 3–9 (2022), https://crsreports.congress.gov/product/pdf/R/R47206 [https://perma.cc/6YZ7-R686]. Instead, the Obama and Biden Administrations usually favored subsidies for green technology—a choice I have criticized elsewhere.367See Schizer, Energy Subsidies, supra note 6, at 278–81.

Since a carbon tax still seems to be a political dead letter, a national security tax presumably also is a hard sell, at least in ordinary circumstances. Yet perhaps the idea could gain traction in a time of crisis.

For example, what if President George W. Bush had proposed a tax on petroleum (or on petroleum imports) in response to the terror attacks on September 11? Like Nixon going to China, a former oil executive like President Bush had added credibility in making this case. To rally support, he could have argued that the tax would weaken regimes that fund terrorism. Given the groundswell of support for a vigorous response to 9/11, one wonders whether a promising opportunity was missed.

A more recent crisis—Russia’s invasion of Ukraine—could also have justified a different national security tax: a tariff on Russian oil, like the one discussed above. The President already had statutory authority to impose this tariff.368According to a Congressional Research Service Report, the authority President Biden used to ban imports, the International Emergency Economic Powers Act (“IEEPA”), could also have been used to impose tariffs. Cathleen D. Cimino-Isaacs, Nina M. Hart, Brandon J. Murrill & Liana Wong, Cong. Rsch. Serv., IF12071, Russia’s Trade Status, Tariffs, and WTO Issues (2022), https://crsreports.congress.gov/product/pdf/IF/IF12071%5Bhttps://perma.cc/2AYD-F49Q%5D (“President Biden cited IEEPA when banning the import of certain products of Russian origin . . . . Thus, even if Congress does not impose a blanket revocation of Russia’s MFN treatment, the President could rely upon IEEPA . . . to impose tariffs on Russian imports.”). But instead, the Biden Administration initially opted to ban imports. A few weeks later, Treasury Secretary Janet Yellen floated the idea of a tariff with U.S. allies,369See Andrew Duehren & Laurence Norman, U.S. Floats Tariff on Russian Oil as EU Oil-Sanction Talks Drag On, Wall St. J. (May 17, 2022, 1:57 PM), https://www.wsj.com/articles/u-s-floats-tariff-on-russian-oil-as-eu-oil-sanction-talks-drag-on-11652803552 [https://perma.cc/V3DU-SJPS]. but the focus quickly shifted to the price cap, discussed above.370See supra Section VI.A.4; see also David Wessel, The Story Behind the Proposed Price Cap on Russian Oil, Brookings (July 5, 2022), https://www.brookings.edu/blog/up-front/2022/07/05/the-story-behind-the-proposed-price-cap-on-russian-oil [https://perma.cc/9EZ4-8642] (“One textbook solution to keeping oil flowing from Russia but reducing its revenues would be for major importers to impose a tariff on Russian oil . . . . Secretary Yellen floated that idea, but it didn’t go anywhere.”). Maybe the concern was that a tariff might raise prices—and thus hurt U.S. and E.U. consumers, instead of Russia—but as noted above, this seems unlikely for oil.371See supra Section VI.A.4.

In any event, the glaring absence of these proposals—even in times of crisis—is not an encouraging sign. Since the political prospects for Pigouvian taxes in the U.S. seem to be dim, at least for now, let us turn to potential alternatives.

B.  Moratorium on New Exploration and Infrastructure: A Flawed Strategy

In principle, one option is a moratorium on new fossil fuel development and infrastructure. We may be stuck using existing wells and pipelines for many years, the logic goes, but let’s at least stop adding more.

This idea has gained significant traction. The International Energy Agency supports it.372See Net Zero by 2050, supra note 9, at 21. The Biden Administration showed some sympathy for this approach early on, and returned to it in pausing LNG export permits, as noted above.373See supra Section V.C.3. Seattle and Vancouver have banned new fossil fuel infrastructure and development,374Washington County Passes Moratorium on New Fossil Fuel Infrastructure, Yale Env’t 360 (Jan. 29, 2019), https://e360.yale.edu/digest/washington-county-passes-moratorium-on-new-fossil-fuel-infrastructure [https://perma.cc/2AB6-M8XT]; In Our View: Fossil-Fuel Moratorium a Key Step for Climate, Columbian (Dec. 9, 2021, 6:03 AM), https://www.columbian.com/news/2021/dec/09/in-our-view-fossil-fuel-moratorium-a-key-step-for-climate [https://perma.cc/45NR-4MRT]. while other state and local governments have taken more limited steps.375See The Latest Local Wins in Phasing Out Fossil Fuels, Stand.earth (July 18, 2021), https://www.stand.earth/blog/people-vs-big-oil/stop-oil-trains-now/latest-local-wins-phasing-out-fossil-fuels [https://perma.cc/6NND-Q3G5]. A number of advocacy groups have also urged a moratorium. Calling for a “nonproliferation treaty” for fossil fuels, Fossil Fuel Treaty.org claims endorsements from 101 Nobel Laureates, 2900 scientists, hospitals representing over 100,000 doctors, 230 legislators from 60 countries, Hawaii’s state legislature, London’s City Council, the Foreign Minister of Tuvalu, and the Vatican.376Fossil Fuel Non-Proliferation Treaty, https://fossilfueltreaty.org [https://
perma.cc/6CTP-UQAV] (last visited Feb. 9, 2023).
“Keep it in the ground” has drawn support from a number of prominent celebrities.377#keepitintheground, http://keepitintheground.org [https://perma.cc/7MTG-497M] (last visited Feb. 9, 2023) (“400 Organizations Call on World Leaders: End New Fossil Fuel Development.”). The same drumbeat has been sounded also by Oil Watch,378Oilwatch, https://www.oilwatch.org/about-us [https://perma.cc/CN3W-WUJN] (last visited Feb. 9, 2023). Clean Water Action,379Take Action: Fossil Fuel Moratorium, Clean Water Action, https://www.
cleanwateraction.org/empowernj-petition [https://perma.cc/WRT7-PDDC] (last visited Feb. 9, 2023).
and “LINGO,” which is short for “Leave it in the ground.” “What is clear today is that looking for more fossil fuels needs to stop,” LINGO urged.380Global Fossil Fuel Exploration Moratorium, LINGO, https://www.leave-it-in-the-ground.org/resources/exploration-moratorium [https://perma.cc/WW9U-ZH9N] (last visited Feb. 9, 2023). “Allowing it to continue is like allowing a child to buy more sweets, when we already know its teeth are rotten and it has diabetes.”381Id.

Nevertheless, a moratorium on new development and infrastructure is a bad idea. The risks to national security are obvious. The world would have to depend solely on existing production and, as emphasized above, too many wells are in countries that either have to be defended or are themselves threats.382See supra Section III.D (discussing authoritarian comparative advantage in extractive industries). The decades-long useful life of these wells, moreover, is much longer than the typical two-year life of a well in U.S. shale. If new U.S. wells could not be drilled, shale production would fall dramatically, and the global economy would become even more dependent on the wrong producers.

Instead, the better course for national security, as emphasized above, is to rely increasingly on new production in the U.S. and other secure and friendly countries, while cutting back purchases from rogue exporters (for example, Russia and Iran) and insecure sources (for example, in the Middle East). This would not be possible with a moratorium.

Ironically, a moratorium also would harm the environment, locking us into a status quo that wastes energy and uses the wrong fossil fuels. As emphasized above, we need new pipelines to help end flaring.383See supra Section V.A.1. Likewise, we should keep replacing coal with natural gas, an effort that requires more natural gas wells and infrastructure, including more LNG export terminals.384See supra Section V.A.4. In short, changing the mix of the fossil fuels we use would help the environment, but a moratorium would stand in the way.

C.  A Better Approach: Incremental Substitutions Based on the Marginal Efficiency Cost of Energy

Instead of a moratorium, a better strategy is to rely on incremental change. To vet these reforms, this part offers a heuristic called “the marginal efficiency cost of energy.” In essence, the idea is to consider all the social costs of energy—environmental and national security costs, along with private costs—and to hunt for ways to replace costlier sources with more efficient ones.

To be clear, the goal here is not to grant new power to regulators, but to help them make wiser use of the power they already have. They should use this framework in all the choices they are called upon to make, including decisions about permits, regulations, rates, leases, moratoriums, and subsidies. Whenever regulators make these judgments, they should compare alternative sources of energy, account for all their social costs, and favor the most (socially) efficient ones.

1.  Parallel Problems: Tax and Energy

In offering this approach, this Article applies an idea from public finance, developed by Joel Slemrod and Shlomo Yitzhaki, called “the marginal efficiency cost of funds.”385Joel Slemrod & Shlomo Yitzhaki, The Costs of Taxation and the Marginal Efficiency Cost of Funds, 43 IMF Staff Papers 172 (1996). Notably, the problem they addressed—how to determine which marginal changes in the tax system improve efficiency386Id. at 183 (“[W]e offer a tractable methodology that can evaluate marginal changes in tax systems and take account of all five components of the cost of tax systems. The methodology is based on the concept of the marginal cost of public funds.”).—resembles the challenge here in four important ways.

First, in each case, the goal is to figure out how to provide an additional unit of output at the lowest possible cost. In one case, the output is tax revenue, while in the other it is energy.

Second, in each case, there are several options for producing this additional output. Another dollar of tax can be collected with an income tax, wealth tax, value added tax, estate tax, carbon tax, or some other tax. For each type of tax, a range of adjustments can be considered, including in rates, audits, penalties, and particular rules. Like tax revenue, additional energy also can be generated in many ways. The next kilowatt hour can come from Russian natural gas, German coal, U.S. oil, solar panels from China, wind turbines from the U.S, or a host of other sources.

How do we know which option is most efficient? This brings us to the third parallel between tax and energy: each option has its own unique mix of costs, which often involve tradeoffs. In tax, there are administrative costs (such as when staffers write rules and auditors check returns), compliance costs (when accountants prepare returns), substitution effects (when taxpayers respond by working fewer hours or saving less), evasion costs (when taxpayers cheat), and avoidance costs (when taxpayers pursue legal tax minimization strategies). Likewise, in energy, there are different types of environmental and national security externalities, as well as private costs.

Fourth, making a change can increase some costs, while reducing others. For example, if Congress starts requiring foreign banks to share information about U.S. depositors, this change in the tax system increases compliance costs (as banks prepare these reports) and administrative costs (as the IRS reviews them), but (hopefully) reduces evasion costs (as taxpayers stop hiding money in offshore banks). Likewise, switching from German coal to Russian natural gas reduces environmental harms, while increasing national security risks.

2.  The Answer in Tax Policy: Marginal Efficiency Cost of Funds

When there are a host of options, and each offers a unique mix of different costs, what should policymakers do? For one thing, they need to account for all the relevant costs. “[I]f an essential part of the problem is overlooked,” Slemrod and Yitzhaki observed, “partial models may give incorrect answers.”387Id. at 175.

Policymakers then should strive to reduce the sum of these various costs, so they can collect a specified amount of revenue as efficiently as possible. The key is to figure out which features of the tax system are more costly, and to replace them with more efficient alternatives. “In reality, the MECF [marginal efficiency cost of funds] of different instruments can differ,” Slemrod and Yitzhaki showed, “and it is feasible to raise revenue utilizing only those policy instruments with a relatively low MECF.”388Id. at 188–89.

For example, what if the same amount of revenue can be raised either by eliminating a deduction or by raising the tax rate? Policymakers should pick the one with the lowest total social costs, including administrative costs, compliance costs, and tax-motivated changes in taxpayer behavior. “One can calculate the MECF for alternative ways of raising revenue,” Slemrod and Yitzhaki explained, “and other things being equal, the one with the lowest MECF is the one that should be recommended.”389Id. at 194.

3.  The Answer in Energy Policy: Marginal Efficiency Cost of Energy

The same approach should be used in energy policy. Like another dollar of revenue, another kilowatt hour can be generated in various ways. What is the social cost of each alternative?

Like in tax policy, it is essential to account for all the costs. Again, the established practice among some commentators and government agencies to omit national security costs is simply wrong.390See supra Sections I.D. & II.C. Hopefully, the invasion of Ukraine in 2022—and the ensuing scramble to replace Russian oil and gas on short notice—has discredited this misguided approach.

Instead, policymakers should consider the five different types of costs emphasized in this Article: first, private costs (X); second, climate externalities (C); third, pollution externalities (P); fourth, defense externalities (D); and, fifth, funding externalities (F). (In accounting for all these costs, this heuristic seeks to replicate the effect of a menu of Pigouvian taxes, which was recommended above.)391See supra Section VI.A.2.

The cost of producing another kilowatt hour from a specific source—that is, this source’s “marginal efficiency cost of energy” (“MECE”)—must include all of these costs. For example, assume that two sources of energy are available, A and B. To decide which to favor, policymakers should calculate the MECF of each one:

MECEA = [XA + CA + PA + DA + FA] / kWh

MECEB = [XB + CB + PB + DB + FB] / kWh

After comparing these two options, policymakers should favor the one with the lowest total social cost. So, if MECEA > MECEB, policymakers should favor B.

For example, if A is U.S. coal and B is U.S. natural gas, policymakers should replace coal with gas. More generally, within the set of sources with comparable national security impacts (such as energy produced in the U.S.), policymakers should favor ones with environmental advantages (for example, natural gas instead of coal). This is analogous to a Pareto improvement: one goal is advanced, without setting the other back.392Strictly speaking, the step is not Pareto optimal, at least from a global welfare perspective, since helping U.S. national security can hurt the leaders and citizens of geopolitical rivals. For example, reducing Putin’s export revenue is good for the U.S. and its allies—and certainly for Ukraine—but not necessarily for Russians, and certainly not for Putin himself. But as noted above, the goal of this Article is not to maximize global welfare, but to enhance security of the U.S. and its allies, while also protecting the environment. See supra Section I.A.1.

The same analysis holds if A is Russian natural gas and B is U.S. natural gas. Within a set of energy sources with comparable environmental impacts (for example, natural gas), policymakers should favor ones with national security advantages (gas produced in the U.S., instead of in Russia). Again, policymakers can advance one goal, without losing ground on the other.

Policymakers also can trade off environmental and national security benefits. Since the goal is to minimize the sum of the relevant costs, it usually makes sense to accept a modest increase in some costs in exchange for major reductions in others.393This sort of step can satisfy Kaldor-Hicks efficiency, but not Pareto efficiency (even by analogy).

D.  Regulatory Expertise and Stability

To make these judgments effectively, policymakers need the right information, expertise, and incentives—but this is a tall order. Just understanding the relevant technology and markets is hard enough. Yet energy policy is even harder because of its implications for the environment and national security. Therefore, a truly interdisciplinary effort is needed. Wise decisions require a keen understanding not only of the relevant science, markets, and law, but also of defense strategy and foreign policy.

While the U.S. government as a whole has expertise on this diverse range of issues, these experts are not all in the same agency. On the one hand, EPA (and their counterparts at the state level) understand environmental challenges and the laws governing them. On the other hand, the Pentagon, State Department, and various intelligence agencies know the nuances of defense and foreign policy. Meanwhile, other institutions master the details of trade and industrial policy (for example, Treasury, Commerce, and Department of Energy (“DOE”)), oil and gas drilling (state and local agencies), approval of oil and gas exports (DOE and Federal Energy Regulatory Commission (“FERC”)), fuel economy standards and vehicle emissions (the National Highway Traffic Safety Administration, EPA, state regulators), the regulation of nuclear power (Nuclear Regulatory Commission), disposal of nuclear materials (DOE), the regulation of electricity (FERC and state public utility commissions), and the regulation of pipelines (FERC, Department of Transportation, and state agencies).

There is room to wonder whether this fragmented structure serves us well enough. Are these various regulators accounting for all the relevant costs? Are they valuing them the same way? For example, when regulators develop U.S. fuel economy standards, they should account not just for pollution and emissions, but also for the national security costs of defending access to petroleum. Yet unfortunately—and, indeed, somewhat unfathomably—they have omitted this important national security cost, as noted above.394See supra note 78 and accompanying text. National security costs are not easy to value, to be sure. But like with the social cost of carbon, the best available estimate should be developed and periodically updated. The Office of Information and Regulatory Affairs (or some other body of experts) should ensure that the same estimate is used throughout the government.

The problem with our fragmented system of energy regulation is not only one of information and expertise, but also of decision-making authority. There are different ways to pursue our various policy goals, but no single agency has broad enough jurisdiction to compare them all and pick the best one. For example, as this Article has emphasized, one way to counter Russian influence is with diplomacy, covert capabilities, and military force. Another is to “starve the beast” by weaning Europe off Russian energy, whether with the right fossil fuel infrastructure (for example, to deliver U.S. natural gas) or with the wider use of alternative energy and energy efficient technology. Yet these various alternatives each fall under the jurisdiction of a different cluster of government institutions. If some are more promising than others, does anyone actually have the authority—and, for that matter, the incentives—to compare all the relevant options and pick the best ones?

As if this were not hard enough, still another challenge is worth emphasizing. Energy policy goals cannot be achieved overnight. They require sustained effort and investment over the course of years, or even decades. This means that a measure of stability is needed in U.S. policy.

But unfortunately, there have been wild gyrations from one administration to the next. For example, nurturing renewable energy was a high priority under President Obama, a lower priority under President Trump, and a high priority again under President Biden. Likewise, tapping domestic oil and gas was a high priority under President Trump, but not under President Biden, at least initially, as noted above.395See supra Section V.C.4. Unfortunately, mixed signals and constant changes in priorities come at a cost; without certainty, the private sector is less likely to invest, experiment, and innovate.

To sum up, two things should be clear. First, whoever is responsible for energy policy needs to have a broad enough mandate to consider all the relevant issues. Second, there should be a measure of policy stability from one administration to the next, so long-term goals can be pursued effectively.

The good news is that there is an institution that checks both of these boxes and, of course, is charged with these responsibilities under the constitution: the U.S. Congress. Although individual committees have specialized mandates, Congress as a whole has more general jurisdiction, so members are supposed to see “the big picture.” Their decisions also have unique legitimacy, since they answer directly to the people.

Admittedly, there is a familiar challenge in relying on Congress: political deadlock often prevents it from acting. But in a way, this weakness is also a strength: once legislation is enacted, it is quite hard to repeal, so a measure of stability is assured even as the White House changes hands. As a result, congressional action on these issues is especially valuable.

To administer the relevant statutes, Congress should consider consolidating more responsibilities under a single energy regulator with broad jurisdiction. On the one hand, if the priority is political accountability, the model could be a cabinet-level department like Homeland Security. On the other hand, if the priority is independence and policy stability, the model could be an independent agency like the Federal Reserve. For instance, just as the Federal Reserve has a dual mandate to target both inflation and unemployment, this energy regulator could have a triple mandate to (1) assure that the supply of energy is cheap and reliable; (2) strengthen national security; and (3) protect the environment.

In any event, an analysis of the right institutional division of labor is beyond this Article’s scope. The goal here is to flag these issues, not to resolve them. After all, designing the right structure for crafting energy policy—one that accesses all the relevant information, creates the right incentives, and accords with constitutional norms—is a complex task. It warrants hundreds of pages of analysis, not just a few paragraphs.

E.  Political Economy: A “Red, White, and Blue—and Green” Coalition

The same is true of the political dynamics driving energy policy—another issue that is beyond this Article’s scope, but still is critically important. After all, in reflecting on the recommendations here, one might easily say, “This is all fine in theory, but could any of this ever actually happen in our polarized political environment?”

While Congress did pass climate legislation in 2022, it used reconciliation instead of its regular process so the Vice President could cast the deciding vote in the Senate. Doesn’t this suggest that the prospects for more robust legislation are dim?

Not necessarily. For one thing, the legislation made it past the finish line because Joe Manchin, the deciding vote in the Senate at the time, insisted that the bill should include support for both clean energy and fossil fuels. This is not to say that the relevant provisions were the right ones. Rather, the point is that there could be a coalition—even a bipartisan one—for efforts to promote clean energy, while also encouraging environmentally responsible fossil fuel development, as this Article has urged.

How does this sort of effort, which pursues multiple goals at once, help to attract political support? A cynic would observe that it appeals to more interest groups, and thus may draw a measure of support from both environmental groups and fossil fuel producers.

But there is another political advantage as well: national security has broad political appeal, especially in times of crisis. Invoking this goal allows legislation to resonate not only with voters who are passionate about the environment, but also with voters who want to thwart terrorism, block the global ambitions of America’s adversaries, and support our troops. As emphasized above, these are not necessarily the same voters. As a result, energy policy that is grounded in both the environment and national security is likely to attract a broader coalition.

CONCLUSION

This Article has shown that energy policy must consider risks not only to the environment, but also to national security. It is important to account for the costs of securing access to energy (defense externalities) and of funding exporters that engage in harmful conduct (funding externalities), even though a number of commentators have argued over the years that these costs should not be considered.

This Article has offered guidance about how energy policy can protect both national security and the environment. The key goal for national security is to depend less on insecure or hostile suppliers. To do so, while also reducing emissions and pollution, policymakers need to pursue a two-part agenda: they should reduce the demand for fossil fuels, while also tapping new sources of supply in environmentally responsible ways. Pigouvian taxes would be an effective way to implement this agenda. Alternatively, policymakers could use the heuristic proposed in this Article, the marginal efficiency cost of energy, to replace high (social) cost energy sources with more efficient alternatives.

Generating the requisite political support will require compromise, as well as an alliance between supporters of the environment, on one hand, and national security, on the other. Ultimately, the policy goals, as well as the political coalition supporting them, need to be red, white, and blue—and also green.

96 S. Cal. L. Rev. 1157

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Dean Emeritus & Harvey R. Miller Professor of Law and Economics, Columbia Law School. Helpful comments were received from Jason Bordoff, Mike Gerrard, Miryl Hilibrand, Erica Hur, Tom Merrill, Kira Patterson, Alex Raskolnikov, Joel Slemrod, Matt Waxman, Dan Yergin, and participants at the annual conference of the American Law and Economics Association, the N.Y. State Bar Association Tax Section’s Annual Meeting, as well as at workshops at Columbia Law School, Hebrew University, IAC-Edge, the Institute for Law and Strategy, the University of British Columbia, the World Law Congress, the Center on Capitalism and Society at Columbia University, and the Louis D. Brandeis Law Society.

Inflation, Market Failures, and Algorithms

Inflation is a problem of tremendous scale. But the leading response to inflation—raising interest rates—also poses economic risks. Raising interest rates rapidly may increase unemployment and heighten the chance of recession. This Article argues that there is a better way to think about anti-inflation policy. Rather than defaulting to interest rate hikes that harm markets, policymakers should prioritize laws that lower prices while improving markets. Most importantly, there is evidence that businesses have raised prices by colluding with one another, exploiting consumers’ behavioral and informational limits, and lobbying for protectionist laws that block competition. Artificial intelligence pricing algorithms and dark pattern online manipulation tools have further enhanced businesses’ ability to charge higher prices. Although those preexisting market failures did not cause the high levels of inflation that began in 2021, they create new inflation challenges and opportunities.

A key challenge is that in an era of automated pricing algorithms and market failures, direct solutions to inflation, like the end of the war in Ukraine, may not bring the full level of lowered prices that would be otherwise expected. Fortunately, market failures now also provide an inflation-fighting tool that would not otherwise exist—like a piggy bank of market improvements that the law can break open to offset some portion of inflation. Interest rate hikes would surely still be needed, perhaps to address the bulk of inflation, but avoiding even a small amount of economically harmful rate hikes is still worthwhile. Many of these market improvement opportunities lie in existing administrative agency authority, but considerably more could be done through new legislation, such as a wide-ranging Price Transparency Act. Moreover, these legal reforms are desirable independent of inflation because they would improve efficiency. Thus, policymakers should resist the urge to rely solely on interest rate hikes that destroy wealth and should instead simultaneously pursue legal rules that promote prosperity. Doing so could even transform a grave crisis into a tremendous economic opportunity.

INTRODUCTION

The dominant narrative surrounding inflation is that we must pick our economic poison: high inflation or high interest rates. Doing nothing and allowing high inflation to continue can cause economic volatility and leave people poorer if their wages fail to keep up.1There is a debate as to the extent and nature of harm resulting from inflation, but there is little doubt that high levels of inflation come with risks. See, e.g., Yair Listokin & Daniel Murphy, Macroeconomics and the Law, 15 Ann. Rev. L. & Soc. Sci. 377, 383 (2019) (“High inflation is costly both because high (and volatile) inflation is associated with uncertainty over the value of contracts, thereby reducing exchange and output in the economy, and because high inflation can cause a reduction in the amount of labor or other factors of production supplied in the economy.”); Hongyi Li & Heng-fu Zou, Inflation, Growth, and Income Distribution: A Cross-Country Study, 3 Annals Econ. & Fin. 85, 87 (2002) (“When inflation is taking place, price rises tend to run ahead of increases in money wages. Therefore inflation leads to a shift of income away from wage earners, and toward profits.”). Unfortunately, the leading policy response currently being deployed—increasing interest rates—also tends to be economically harmful, even if less harmful than inflation.2There is some economic debate about whether inflation or interest rate increases are more harmful, but because this Article focuses on comparing interest rates to other anti-inflation tools, answering that question is unnecessary for the core arguments below. The aim of interest rate hikes is to encourage less spending, which brings down prices. However, lower spending levels also slow down the economy and increase the chance of a recession.3Note that tax increases, such as those in the Inflation Reduction Act, have a similar effect. See, e.g., NPR Planet Money, Inflation Reduction Actually, NPR, at 4:59 (Aug. 19, 2022), https://www.npr.org/transcripts/1118552609 [https://perma.cc/2P7K-KQQB] (“The biggest way the Inflation Reduction Act takes money out is through new taxes on big companies. This will pull back spending . . . .”). Rising interest rates thus risk increasing poverty, eliminating jobs, and making households of all income levels worse off.4See, e.g., Jeanna Smialek, Fed Confronts a ‘New World’ of Inflation, N.Y. Times (June 24, 2022), https://www.nytimes.com/2022/06/24/business/economy/fed-inflation.html [https://perma.cc/
A7UC-WFVQ] (noting that the “painful process [of rate increases] would ramp up the risk of a recession that would cost jobs and shutter businesses”).

What if this choice between two poisons is framed incorrectly? This Article argues that lawmakers and scholars have paid insufficient attention to a more attractive policy tool for helping to reduce inflation: using legal authority to correct market failures. Three categories of market failures are particularly worthy of greater consideration. First, inflation policy conversations proceed without considering the research, especially related to behavioral economics, that suggests that even prior to the recent rise in inflation businesses deployed numerous strategies to cause customers to pay higher prices on everything from mortgages to paper towels.5See, e.g., Jon D. Hanson & Douglas A. Kysar, Taking Behavioralism Seriously: Some Evidence of Market Manipulation, 112 Harv. L. Rev. 1420, 1449 (1999) [hereinafter Hanson & Kysar, Evidence of Market Manipulation] (“Pricing has become still another method of manipulation.”); Jon D. Hanson & Douglas A. Kysar, Taking Behavioralism Seriously: The Problem of Market Manipulation, 74 N.Y.U. L. Rev. 630, 635 (1999) (“[M]arket outcomes frequently will be heavily influenced, if not determined, by the ability of one actor to control the format of information, the presentation of choices, and, in general, the setting within which market transactions occur.”) Hanson and Kysar provide numerous examples, including that “the manufacturer of Campbell’s Soup knows, as an empirical fact, that placing soup cans out of alphabetical order on store shelves will increase sales by exactly six percent” and “retailers, studying such research as . . . the Effects of Music on Purchasing Behavior, can lower customer blink rates from the normal average of thirty-two times a minute to a narcotic fourteen blinks a minute.” Id. at 748. Price transparency laws can help consumers find the best deals and thereby counteract those price increases.6See infra Section II.B. (summarizing the empirical literature on price increases and the law’s ability to respond). Second, another overlooked way to fix market failures would be to remove excess licensing laws, which raise consumer prices by requiring everyone from hairstylists to casket sellers to undergo training and pass an exam before offering their services.7See Morris M. Kleiner & Alan B. Krueger, Analyzing the Extent and Influence of Occupational Licensing on the Labor Market, 31 J. Lab. Econ. S173, S179 (2013) (estimating that such practices raise prices paid by about 15%). Finally, scholars and policymakers have paid some attention to antitrust as an inflation-fighting tool, but most have dismissed that possibility without analyzing the institutional nuances of different types of antitrust intervention and how they might fit into a broader anti-inflation toolkit.8See Paul Krugman, Opinion, Why Are Progressives Hating on Antitrust?, N.Y. Times (Jan. 18, 2022), https://www.nytimes.com/2022/01/18/opinion/biden-inflation-monopoly-antitrust.html [https://
perma.cc/JVL8-CR5T] (observing that “linkage of monopoly power to inflation is facing vehement, almost hysterical, criticism”). For one of the leading recent academic calls for using antitrust to fight inflation, see Hal Singer, Antitrust Should Be Used to Fight Inflation, Am. Prospect (Feb. 2, 2022), https://prospect.org/economy/antitrust-should-be-used-to-fight-inflation [https://perma.cc/42YV-5K5H].
Because legal reforms in each of these areas—price transparency, government licensing, and antitrust—move markets toward what economic theory refers to as their “perfect” equilibrium,9More specifically, perfect competition occurs when informed consumers make rational choices in a market filled with many competing sellers, among other conditions. Of course, despite the widespread use of this concept in modeling, it is widely recognized that perfection is unattainable. On the influence and limits of this notion, which draws on the concept of the widely influential concept of “perfect competition,” see Herbert Hovenkamp & Fiona Scott Morton, Framing the Chicago School of Antitrust Analysis, 168 U. Pa. L. Rev. 1843, 1854 (2020). The terminology of “perfect competition” is not used below because legal scholars tend to associate competition with antitrust, whereas the focus here is on other areas of law that advance related goals. they will be referred to below as “market improvement laws.”

Importantly, effective market improvement laws are desirable even in normal times. They would overall increase efficiency, promote economic growth, raise employment, and make a dent in economic inequality.10See, e.g., Jonathan B. Baker & Steven C. Salop, Antitrust, Competition Policy, and Inequality, 104 Geo. L.J. Online 1, 11–12 (2015) (“Market power . . . contributes to growing inequality.”); Oren Bar-Gill & Rebecca Stone, Pricing Misperceptions: Explaining Pricing Structure in the Cell Phone Service Market, 9 J. Empirical Legal Stud. 430, 453–54 (2012) (discussing in passing the regressive redistribution resulting from market failures related to behavioral economics); Einer Elhauge, Horizontal Shareholding, 129 Harv. L. Rev. 1267, 1267 (2016) (summarizing the effects of improved antitrust on inequality); Rory Van Loo, Broadening Consumer Law: Competition, Protection, and Distribution, 95 Notre Dame L. Rev. 211 (2019) (surveying the literature and finding evidence that market failures related to consumer markets, including both consumer protection and antitrust, may contribute significantly to economic inequality); Clark C. Havighurst & Barak D. Richman, The Provider Monopoly Problem in Health Care, 89 Or. L. Rev. 847, 865 (2011) (“Allowing nonprofit hospitals or other providers to gain market power by merger . . . causes extraordinary redistributions of wealth . . . .”). Note that the effects on inequality are subject to debate, especially regarding how greater competition might have an impact on workers. The above authors explore some of these uncertainties, and for greater scholarly skepticism about antitrust reducing inequality, see Daniel A. Crane, Antitrust and Wealth Inequality, 101 Cornell L. Rev. 1171, 1171, 1183 (2016); cf. Hiba Hafiz, Rethinking Breakups, 71 Duke L.J. 1491 (2022) (raising concerns about the fate of labor following antitrust breakups). Consequently, this Article concludes that policymakers should prioritize addressing whatever portion of inflation is possible through market improvement laws and other laws that are overall more economically beneficial.11The level of inflation is calculated merely by collecting information about the prices paid, and thus these mechanisms for lowering prices can offset inflation even if the underlying market failures did not cause the inflation in the first place. See infra Part I. Whether that amounts to reducing one point of inflation through market improvements or ten points, and even if interest rates still need to be used in addition to market improvement laws, the result would be some quantity less of interest rate increases that have heavy economic costs.

Despite the economic appeal of market improvement laws, scholars and lawmakers have almost completely ignored them in fighting inflation. The market improvement reforms that this Article concludes are most immediately promising—price transparency laws—are not even part of those debates. Although antitrust laws had their legislative moment in the spotlight in the 1970s,12See Antitrust Procedures and Penalties Act, Pub. L. No. 93-528, § 3, 88 Stat. 1706, 1708 (1974) (increasing fines and adding felony penalties for violations of the Sherman Act). scholars dismissed the idea that they could be used to reduce inflation based on many arguments that are not valid today, if they ever were.13See, e.g., Milton Handler, Antitrust—Myth and Reality in an Inflationary Era, 50 N.Y.U. L. Rev. 211, 222 (1975) (dismissing the idea of using antitrust to counteract inflation). These various objections are considered in greater depth below, but one common argument is that market failures did not cause inflation and thus it would be a mistake to look to market failures as a solution.14See infra Parts I & III (analyzing the sources of resistance to antitrust and offering new reasons why some skepticism is warranted). However, that reasoning would mean that we should not rely on interest rates to address all of inflation either, since the war in Ukraine and supply-chain disruptions in China caused much of the current inflation. Yet interest rates are used without asking whether they are addressing the direct causes of inflation. Despite the limits to such objections, similar arguments are being repeated today to dismiss the idea of using antitrust.15See infra Parts I & III. The real question should instead be what will work to address inflation.

If win-win market improvement laws exist, why would so many observers overlook and even dismiss their importance without engaging in a more nuanced legal institutional analysis? Although politicization clouds the debate, conceptual barriers also impede a comprehensive analysis. As a threshold matter, the scholarly inattention to market improvement laws partly reflects intellectual silos. Economists, like legal scholars, are not generalists. They focus on either macroeconomics or microeconomics, and within those broad areas have further specializations. Inflation lies in the domain of macroeconomics. Indeed, the leading alternatives to interest rates that lawmakers have pursued are macroeconomic tools such as taxes and federal spending, as demonstrated by the Inflation Reduction Act of 2022.16See President Joseph Biden, Remarks by President Biden on the Inflation Reduction Act of 2022 (July 28, 2022), https://www.whitehouse.gov/briefing-room/speeches-remarks/2022/07/28/
remarks-by-president-biden-on-the-inflation-reduction-act-of-2022 [https://perma.cc/HWJ9-P37F] (summarizing the legislation, whose main inflation components include tax adjustments). The Act’s Medicare price negotiation provision is, however, microeconomic. Id. As mentioned above, tax increases, like increasing interest rates, tend to have the effect of slowing down the economy. See NPR Planet Money, supra note 3.
Yet consumer law, antitrust, and other market improvement laws are the domain of microeconomics.17See Yair Listokin, Law and Macro: What Took So Long?, 83 Law & Contemp. Probs. 141, 146 (2020). Further complicating matters, most legal scholars engaging in economic analysis focus on microeconomics.18Mark Kelman, Could Lawyers Stop Recessions? Speculations on Law and Macroeconomics, 45 Stan. L. Rev. 1215, 1216 (1993) (“When legal scholars and law students discuss the impact of economics on their understanding of law, they invariably think about microeconomics, not macroeconomics.”). A notable exception to this is financial regulation scholarship. Although areas such as financial regulation involve macroeconomic considerations, the broader inattention to macroeconomics has prompted the observation that “[l]aw and economics should be called law and microeconomics.”19See Yair Listokin, Law and Macroeconomics, U. Oxford (Feb. 10, 2017), https://
http://www.law.ox.ac.uk/business-law-blog/blog/2017/02/law-and-macroeconomics [https://perma.cc/68CZ-LNAU]; see also Yair Listokin, Law And Macroeconomics: Legal Remedies To Recessions (2019) (outlining the disconnect between macroeconomic approaches and legal scholarship).
Consequently, most of the scholars best situated to design microeconomic market improvement laws rarely pay attention to macroeconomic issues like inflation.20See Listokin, supra note 17, at 147 (noting financial regulation as a rapidly changing exception).

These conceptual silos may help explain why the macroeconomic inflation toolkit has not fully incorporated recent microeconomic evidence about market failures. Inflation has not been a major problem in the U.S. since the early 1980s.21See, e.g., Donald Tomaskovic-Devey & Ken-Hou Lin, Financialization: Causes, Inequality Consequences, and Policy Implications, 18 N.C. Banking Inst. 167, 171 (2013) (stating that “[o]ne of the central developments of the 1970s crisis era was . . . high inflation,” which was not “slowed” until the “early 1980s”). Whereas in 1980 the average markup on goods sold in the United States was 21% above cost, by 2016 that figure had reached 61%.22Jan De Loecker, Jan Eeckhout & Gabriel Unger, The Rise of Market Power and the Macroeconomic Implications, 135 Q.J. Econ. 561, 562 (2020). This data alone suggest that there could be a far greater magnitude of opportunity for the law to improve markets than there was in 1980.23A rise in markups is not inevitably anticompetitive, requiring a more nuanced analysis of the potential determinants. See id.; infra Part II.

Moreover, since 1980, firms have greatly enhanced their capabilities to deploy behavioral economics insights and algorithmic pricing to push consumers into paying higher prices, including through online interfaces designed to confuse shoppers, known as “dark patterns.”24See Rory Van Loo, Helping Buyers Beware: The Need for Supervision of Big Retail, 163 U. Pa. L. Rev. 1311, 1387 (2015); Ryan Calo, Digital Market Manipulation, 82 Geo. Wash. L. Rev. 995, 999 (2014); infra Section II.A (summarizing the empirical literature establishing that such practices raise prices). Despite hopes that the internet would make prices more competitive, research has found that is not necessarily the case. See Glenn Ellison & Sara Fisher Ellison, Search, Obfuscation, and Price Elasticities on the Internet, 77 Econometrica 427, 428–29 (2009) (showing how online sellers can raise prices 6% to 9% by obfuscation of quality and shipping fees). The portion of U.S. employees who need a license to legally work grew from 5% in the 1950s to almost 30% by 2013, thereby raising the average prices people pay by about an estimated 15% on everything from cosmetology to funeral services.25See Kleiner & Krueger, supra note 7, at S179. Also, the number of states granting auto dealers the exclusive right to sell manufacturers’ cars in their territory—essentially state-granted monopolies—increased from twenty-seven in 1979 to all fifty today. Francine Lafontaine & Fiona Scott Morton, Markets: State Franchise Laws, Dealer Terminations, and the Auto Crisis, 24 J. Econ. Persps. 233, 236 tbl.1, 240 (2010).  And over the last two decades, the average market concentration level increased 90%, meaning that a smaller number of companies now hold greater market share throughout the economy.26See Gustavo Grullon, Yelena Larkin & Roni Michaely, Are US Industries Becoming More Concentrated?, 23 Rev. Fin. 697, 698 (2019) (finding also that more than 75% of U.S. industries have increased in concentration). Although the consequences are disputed, several leading studies have found growing market power over time.27See, e.g., id. at 698; De Loecker et al., supra note 22 (attributing rising margins over time to market power). It is difficult to establish this relationship conclusively, due to empirical limitations.

Thus, interest rates became the default anti-inflation tool in a prior world with fewer market failures and when automated profit-maximizing algorithms did not drive market prices. In 1980, when markups were only 21% above costs, there may not have been much room to push prices lower while addressing market failures, especially because some markup is needed above costs for a business to survive.28Even some markup above marginal cost is generally assumed to be necessary. See, e.g., Ellison & Ellison, supra note 24, at 428–29 (assuming several percentage points of profit above marginal cost before calculating supracompetitive price levels). Whatever the merits of scholars’ dismissal of antitrust as a tool for combatting inflation in the 1970s and 1980s, the last time the issue received significant attention, that issue should be reexamined in light of major subsequent market developments.29See Handler, supra note 13, at 213.

Although the question of magnitude of impact is difficult to determine, as a threshold matter it is worth observing that markup increases from 21% to 61% are not insignificant next to the concerns about inflation of about 8% or 9% annually.30On levels of inflation, see Gabriel T. Rubin, U.S. Inflation Hits New Four-Decade High of 9.1%, Wall St. J. (July 13, 2022, 7:07 PM), https://www.wsj.com/articles/us-inflation-june-2022-consumer-price-index-11657664129 [https://perma.cc/48VQ-5FNC]. Yet instead of starting with anti-inflation tools that increase prosperity, lawmakers have allowed the country to rely mostly on interest rate increases that lower prosperity for all, as they did in the 1970s and 1980s. Legal scholars have also not turned their attention to the connection between market failures and inflation in any sustained manner.31Some economists have begun to turn their attention to the connection between antitrust-related issues and inflation, although even those analyses do not consider the area of market improvement laws that this Article shows is the most promising, those related to consumer law. See infra Part I. In short, there is an absence of sustained effort to update the anti-inflation policy paradigm to the modern algorithmic markup economy.

To reach the conclusion that microeconomic market improvement laws deserve greater attention in a macroeconomic inflation policy toolkit, this Article synthesizes the theory and evidence. It shows why many of the main reservations about market improvement laws can be addressed with a more comprehensive legal and economic institutional analysis. It also offers a framework for analyzing inflation laws that shows why many of the dismissals of market improvement laws rest on an incomplete economic picture.

Although a comprehensive economic cost-benefit analysis anti-inflation framework has many components, one of the most essential is giving greater weight to the side effects that inflation policies have on the economy beyond inflation. Once the side effects are not assumed to be inevitably negative, and are given greater weight, it becomes difficult to justify ignoring market improvement laws that advance both total wealth and distributional goals. Regardless of the magnitude of their impact on inflation, such laws should be the highest priority largely because they benefit society regardless of their impact on inflation. Whatever portion of interest rate increases they prevent can save the economy from damage that does not need to happen.

Another key factor in an anti-inflation framework that has received insufficiently nuanced analysis is the ease with which they can be implemented. Once that administrability factor is analyzed more fully, for example, it becomes clear that the market improvement laws that have defined past debates—especially antitrust laws that would address oligopoly industries—suffer from major limitations that other market improvement laws do not. For instance, the most significant antitrust remedy for reducing monopoly power—breaking up large companies—typically takes years to implement and may cost the broken-up firm billions of dollars to complete.32Rory Van Loo, In Defense of Breakups: Administering a “Radical” Remedy, 105 Cornell L. Rev. 1955, 1986 (2020). Thus, lower prices from breakups may not materialize for years.

In contrast, price transparency laws are better situated to create a fast reduction in prices. For example, consider a 2015 Israeli regulation that required stores to make their price information available in machine-readable form.33Itai Ater & Oren Rigbi, Price Transparency, Media and Informative Advertising, 15 Am. Econ. J.: Microeconomics 1, 2 (2023). That law was aimed at allowing third-party price comparison tools to help consumers locate the best prices.34Id. Within eight months of that regulation’s enactment, prices had begun to decline, and within two years of the regulation’s enactment prices decreased by an average of 4% to 5%.35Id. This law illustrates a larger set of commercial laws that could help consumers to better locate the best deals—or at least to pressure firms into offering lower prices out of concern that the transparency will drive away customers if the business does not lower prices. For other examples, see infra Part II. Price transparency laws may even overall act on prices faster than an increase in interest rates.36See infra Section III.A.

The point here is not that antitrust law should be ignored as an anti-inflation tool. Indeed, some areas of antitrust law could have a quicker effect on pricing, such as investigations into price fixing.37See infra Part III. Note that this difficulty in administering refers to inflation purposes, not the administrability for antitrust purposes. On the latter, see Van Loo, supra note 32. It is also possible that price transparency laws with faster price effects might be accompanied by antitrust remedies whose impact will take a few years, thereby offering a more enduring market improvement package for lowering inflation.

Instead, the point is that a more in-depth consideration of administrability shows how structural antitrust interventions may be less immediately helpful than other market improvement laws. Additionally, since these difficult-to-administer antitrust laws have dominated consideration of market improvement laws, the focus on them negatively skews perceptions of the extent to which market improvement laws should be considered in fighting inflation.38More precisely, governmental efforts have prioritized antitrust and scholarly conversations have ignored other areas of market improvement laws. See infra Part I.

These dynamics speak to a final institutional implication. Limited governmental resources and a dysfunctional legislative process mean that Congress and other governmental leaders do not implement every important policy that should exist on the economic merits. Thus, simply because a policy would improve efficiency does not mean it will be enacted as law. Yet the threat of a recession is a well-known way to break political impasse.39See generally Policy Shock: Recalibrating Risk and Regulations After Oil Spills, Nuclear Accidents, and Financial Crises (Edward J. Balleisen, Lori S. Bennear, Kimberly D. Krawiec & Jonathan B. Wiener eds., 2017) (summarizing the interplay between crises and legislation). Consequently, inflation could provide the means to enact market improvement laws that will leave the economy better off than when inflation began its precipitous rise. Responding to inflation with an emphasis on market improvement laws therefore channels the wisdom that policymakers should “[n]ever let a crisis go to waste.”40Charles C. Doyle, Wolfgang Mieder & Fred. R. Shapiro, The Dictionary of Modern Proverbs 47 (2012).

The Article proceeds as follows. Part I explains the theory behind why market improvement laws can help to combat inflation. In so doing, it addresses common objections to looking beyond interest rates. Part II reviews the evidence that market failures drive up prices, and that legal reforms can bring them back down. Part III offers several concrete suggestions for reform, ranging from a universal price transparency statute to inflation impact statements. It also sketches a framework for choosing among inflation policies. That framework shows the potential to build an anti-inflation toolkit rooted not in weakening the economy, but in strengthening it.

I. THE THEORY: WHY IMPROVED MARKETS CAN LOWER INFLATION

Economic theory alone cannot determine the best anti-inflation policy. But theory is important, particularly because empirical evidence is usually insufficient to dispositively prove that any one policy choice is optimal.41See generally Policy Shock, supra note 39 (outlining the challenges of policymaking and difficulties in assessing underlying risks). Several theoretical considerations provide essential foundational support for the possibility of using market improvement laws to counter inflation. The theory behind relying on interest rates tends to fail to recognize that (1) unlike interest rates, some alternative anti-inflation policies cause no economic harm or even have economic benefits; (2) market improvement laws can offset inflation from even unrelated causes, such as wars; (3) market improvement laws can complement direct inflation efforts; and (4) efficiency considerations alone have not produced all beneficial market laws. Each of these oversights will be taken in turn, in the process laying the theoretical foundations for a more comprehensive anti-inflation framework.

A. Avoiding Economic Harm Should Be a High Priority

All else equal, policymakers should seek to lower inflation through interventions that avoid as much collateral economic damage as possible, and ideally even through interventions that help the economy. Arguably price controls are disfavored for this reason. When inflation skyrocketed in the 1970s, an event sometimes called the “Great Inflation,” a period of price controls followed.42See Listokin & Murphy, supra note 1, at 392 (“[T]he initial response to the Great Inflation of the 1970s in the United States was an extraordinarily intrusive legal regime of price controls.”). Most aggressively, in 1971, President Nixon issued an executive order freezing wages, rents, and prices for ninety days.43Exec. Order No. 11,615, 36 Fed. Reg. 15,727 (Aug. 17, 1971). There were some exceptions. Id. That shock briefly decreased inflation, but by the mid-1970s those freezes had contributed to a recession.44See Listokin & Murphy, supra note 1, at 392 (“These price controls reduced inflation briefly but ultimately caused so much economic harm that they could not be sustained . . . .”). Largely because it is believed that they “eventually lead to the destruction of the free-enterprise system,”45Milton Friedman, Capitalism and Freedom 135 (40th anniversary ed. 2002). price controls are a heavily disfavored tool for fighting inflation.46See Robert L. Schuettinger & Eamonn F. Butler, Forty Centuries of Wage and Price Controls: How Not to Fight Inflation 3 (1979); Note, Price and Sovereignty, 135 Harv. L. Rev. 755, 761 (2021) (“Price controls represent not just an inadequate solution to inflation and other social problems, they also signal the success of a conception of popular sovereignty anathema to the freedom of and through the market prized by neoliberalism.”); Ben Casselman & Jeanna Smialek, Price Controls Set Off Heated Debate as History Gets a Second Look, N.Y. Times (Jan. 13, 2022), https://www.nytimes.com/2022/01/13/business/economy/inflation-price-controls.html [https://perma.
cc/6UZS-UKYK] (reporting results from a survey of economists) (“Artificially holding down prices leads to shortages, inefficiencies or other unintended consequences, like an increase in black-market activity.”). When used to address market failures, however, this antipathy for price controls does not hold.
Thus, minimizing economic harm is a priority in choosing how to respond to inflation.

Compared with price controls, interest rates are seen as a more appealing tool because they leave intact markets’ ability to set prices based on supply and (reduced) demand rather than a government-commanded price. However, interest rate increases still distort markets by causing a retraction in spending.47See, e.g., Frederic S. Mishkin, Is the Fisher Effect for Real?: A Reexamination of the Relationship Between Inflation and Interest Rates, 30 J. Monetary Econ. 195, 213 (1992) (summarizing the challenges of rate increases). That raises the question of whether preferable responses to inflation exist that would have less dire consequences.

Policymakers considered such an option in the 1970s, when lawmakers passed legislation strengthening antitrust and the Federal Trade Commission (“FTC”) exercised its authority more aggressively.48Donald I. Baker, Restating Law and Refining Remedies: The Trading Company Act, the Joint Research Act, and the Local Government Antitrust Act, 55 Antitrust L.J. 499 (1986). For examples, see Antitrust Procedures and Penalties Act, Pub. L. No. 93-528, § 3, 88 Stat. 1706, 1708 (1974) (making some violations of the Sherman Act a felony and increasing fine); William E. Kovacic, “Competition Policy in Its Broadest Sense”: Michael Pertschuk’s Chairmanship of the Federal Trade Commission 1977-1981, 60 Wm. & Mary L. Rev. 1269, 1269 (2019) (“[T]hrough the 1970s, the Federal Trade Commission . . . expanded the focus of antitrust enforcement . . . .”). It is difficult to know what effect these reforms had on inflation.49Tomaskovic-Devey & Lin, supra note 21, at 171. Nonetheless, one point is worth recognizing, because it speaks to the possibility of using market improvement laws today. Unlike with price controls and interest rate increases, there is no strong evidence that the increase in antitrust enforcement in the 1970s harmed the economy. Instead, there are good reasons, based in theory and evidence, to think that effective antitrust laws, like other market improvement laws, strengthen the economy.50This issue is not easy to rigorously study, making it difficult to draw strong conclusions, but see Jonathan B. Baker, The Antitrust Paradigm: Restoring a Competitive Economy 2–3 (2019) (seeing economic benefits in stronger antitrust enforcement of the 1970s).

Faced with a choice between two tools for lowering inflation, one that is viewed as harming the economy (interest rates) and one that is viewed as strengthening the economy (market improvement laws), it would seem straightforward to choose the latter. Since market improvement laws are preferable to interest rates on the issue of their economic effects outside of inflation, the main sources of resistance to them must lie in questions about whether and how they affect inflation.

B. Market Interventions Help Even If One-Off and Unrelated to Inflation’s Causes

One of the main sources of resistance to using antitrust to combat inflation, both in the 1970s and more recently, is that shortcomings in competition did not create inflation.51See Handler, supra note 13, at 222 (stating that those proposing to combat inflation with antitrust assume that “the deficiencies of antitrust—substantive, procedural, remedial and enforcement-related—have combined to contribute to our present economic woes”). Law professor Ramsi Woodcock recently deployed this reasoning. See Ramsi Woodcock, Opinion, Antitrust Can’t Tame Inequality, Let Alone Inflation, Hill (Jan. 28, 2022), https://thehill.com/opinion/finance/591609-antitrust-legislation-cant-tame-inequality-let-alone-inflation [https://perma.cc/46YS-AC2N] (“But . . . can [antitrust] at least tame inflation? The answer is: not by much because everyone agrees that a major cause of the present inflation is supply chain disruption . . . .”). As a result, even in the best-case scenario, antitrust solutions leave in place the structural causes of inflation.52See, e.g., Woodcock, supra note 51. That means that antitrust, and by extension market improvement laws more broadly, are seen as one-off while inflation occurs on an ongoing basis.

For instance, when gas or grain supplies shrink due to the Russia-Ukraine war, there is a real increase in cost because the supply has been lowered, and price is the product of supply and demand. Additionally, a potential structural demand-side contributor is an increase in the supply of money, such as through a government stimulus package, which can increase demand because people have a greater capacity to spend.53See id. at 324. Note that an increase in money supply need not increase inflation if, for example, it is accompanied by a lower velocity of money changing hands. Critics have thus argued that antitrust is an inadequate response to inflation because it can only be used once and does not address the inflation’s ongoing structural causes.54See, e.g., Handler, supra note 13, at 222–24 (observing the mismatch between antitrust and inflation).

Before responding to that concern, it is helpful to address a threshold mathematical issue that can lead to confusion. Inflation is calculated by averaging the prices paid on a large list of goods and services, ranging from medical expenses to paper towels. Those weighted average prices are then compared to the prices paid in a previous time period, to obtain an average price increase. Inflation is thus the rate of change in prices as measured by the percentage increase between two periods. Consequently, anything that causes the prices to change between those two periods averaged—whether market anxiety, a war abroad, supply-chain disruptions, greater competition, or something else—can contribute to raising or lowering the inputs to the number reported out as inflation. And because inflation is based on weighted average prices across markets, that average can be brought up or down by even industry-specific market improvements whose effects would then feed into the average price.55Cf. Richard S. Markovits, An Ideal Antitrust Law Regime, 64 Tex. L. Rev. 251, 266 (1985) (observing in passing that antitrust can offset some amount of inflation). Of course, there may be differences in the magnitudes or timing of the price reductions and the degree to which the reductions are sustained, as discussed in Part III. But as a purely mathematical matter, market improvement laws can offset price increases resulting from structural causes of inflation between those two measured points in time.

Nonetheless, the core proposition in the critiques that market failures did not necessarily cause most of inflation is correct. It is also therefore true that improving markets may leave in place contributors such as high demand and supply chain breakdowns.56It is possible, if not likely, that some companies are increasing inflation by raising prices more than necessary while using structural inflation as cover. But that does not appear to be the main cause of inflation, and thus the skepticism is warranted. However, interest rate changes do not necessarily directly address the bulk of inflation’s structural causes either, such as supply chain shortcomings and the Ukraine war in the current inflationary period.57For instance, interest rates cannot fix the effects of pandemics or wars on supply, which is thought to be responsible for most of the current inflation. See James Mackintosh, War, Pandemic, Inflation: Markets Struggle When Narratives Collide, Wall St. J. (Mar. 15, 2022, 9:45 AM), https://www.wsj.com/articles/war-pandemic-inflation-markets-struggle-when-narratives-collide-116473
51753 [https://perma.cc/Y7HV-QHD8]. Thus, to dismiss market improvement laws because they do not address the structural roots of inflation while allowing interest rates to be used to address all of inflation would be a policymaking double standard—or it would paralyze the government’s ability to respond to inflation if that standard is consistently applied. It is also worth noting that both interest rates and some market improvement laws both seek to influence consumer behavior, albeit in different ways.
A requirement that only the causes of inflation can be deployed in response to inflation would mean that we cannot use interest rates to address inflation caused by these supply-side developments, such as the war in Ukraine. Yet clearly that is not how either policymakers or scholars approach inflation, and thus we should not dismiss market improvement laws simply because market failures are not the direct cause of all inflation that exists.

Perhaps the most generous way to view this critique is as speaking to the perceived comprehensiveness of the solution. After the desired market improvements are achieved, prices could not be reduced further because businesses cannot sell below cost for sustained periods. Yet because market failures did not cause the inflation, some level of inflation may still remain after market improvement interventions. Accordingly, once market improvement laws reach their limits in addressing market failures, they also reach a ceiling for lowering inflation. In contrast, at least in theory, interest rates can be increased indefinitely over a span of many years.58In reality, there would be practical limits imposed by the resulting harms to the economy and society by extreme freezes in investment.

This concern ultimately speaks to the issues of magnitude and timing. A threshold observation is that because most conversations focus on antitrust, the magnitude of price reduction assumed to be possible is less than it would be if the array of legal reforms considered also included consumer laws and reduced occupational licensing. If each of these areas can lower prices by two percentage points each year, together they can offset a more meaningful magnitude of inflation each year, six percentage points each year, than any one of them could individually. Indeed, a series of one-time market improvement reforms could lower inflation for several years, in ways that are in some ways interchangeable with a series of interest rate hikes over several years—interchangeable at least in the sense of the impact on the announced inflation figures.59Of course, the underlying numbers that feed into the top-line inflation figure may look drastically different, in that the prices in different product categories would presumably be quite different depending on whether interest rates or market improvement laws were lowering prices. For now, the point is theoretical, but Part II will explore the empirical evidence of the potential magnitude of price reduction in each of these areas.

Pushing this point further, in theory, market improvement laws could even in some inflationary contexts serve as the sole anti-inflationary policy tool. (To be clear, in reality, given questions of magnitude and administrability discussed in greater depth below, market improvement laws are more likely to be partial supplements for interest rate hikes in high-inflation periods).60See infra Part III. By way of illustration, imagine a simplified island-nation that sells two products, bananas and coconut water, each accounting for half of households’ expenditures. The bananas are sold by a cartel for $10 per bunch, even though without price fixing the price would be $8 per bunch. Coconut water is sold at a competitive price of $10 per gallon. Now imagine a storm decimates the island’s coconut trees, such that the price per gallon of coconut water increases to $12. The supply-side shock would cause inflation of 10%, from an average price paid of $20 to an average price paid of $22. If authorities responded by prosecuting the banana cartel, thereby pushing the price of bananas down to $8 per bunch, the total price level would be driven back down to $20 ($8 for bananas and $12 for coconuts), thus containing inflation. This containment of inflation could last long enough for the island’s coconut producers to plant enough trees, or find alternative sources of coconuts on nearby islands, at which point the price of a gallon of coconut water could move back towards its pre-inflationary level. Under these assumptions, the antitrust intervention would have served as the sole inflation-reducing intervention needed.61The possibility of deflation in this situation could be handled in any number of ways, including many growth-oriented policies that—unlike cartels or raising interest rates—could benefit the economy. Moreover, the result would be a more competitive economy post-inflation due to the removal of the cartel.

Of course, the economic implications of such a policy become much more complex with a dynamic rather than a static model, and in a real economy. Still, this hypothetical illustrates how a market improvement policy can be used as the primary tool for responding to inflation despite not at all addressing the causes of inflation. Applying this reasoning to the current macroeconomic context, the war in Ukraine, labor shortages, and the supply-chain constraints from lockdowns in China have contributed significantly to inflation but may require several years to resolve. If market-oriented price reductions offset the price effects of some of those temporary structural contributors to inflation, they could in theory reduce inflation until those direct structural causes can be resolved. At a minimum, assuming market improvement reforms could not address all of the excess inflation, they could require some amount less of interest rate increases and thereby lessen the resulting collateral economic risks and costs of addressing inflation.

A related issue is that policy responses to inflation involve a prediction about the likely persistence of the shock to prices. One-time, short-term shocks that increase prices would ultimately provoke different policy responses, if any at all, compared with shocks expected to persist. For policy shocks that last for long periods, say decades, one-off market interventions may in the larger picture prove to be of more limited help, such as only delaying the inevitably large-scale interest rate increases. In such a scenario, market improvements could still be economically beneficial, but a less significant part of the overall response to inflation.

Two points provide valuable perspective here. First, when central banks make decisions about interest rates, they will often need to make highly uncertain predictions about the potential persistence of price shocks. It would be almost impossible to reliably predict, for instance, how long the war in Ukraine would depress energy and food supplies or how long supply chains would be disrupted by China’s COVID policies. In the face of such uncertainty about persistence, arguably the case is even stronger for starting with one-off investments in market improvements as the default initial response to signs of inflation. Then if it turns out that inflation is more enduring, policymakers would always have more aggressive interest rates as a backup or to make up the difference. So faced with uncertainty about the persistence of inflation, and about whether we’re dealing with a short-term shock, the smarter choice may still be to double down on market improvement policies that are beneficial either way, rather than potentially harming markets unnecessarily.

Second, many instances of inflation would have at least some direct structural solutions that will eventually arrive and that are preferable to interest rate increases—such as the end of a war, investment in alternative energy sources, and supply chain improvements. Additionally, interest rate increases are typically implemented gradually over many years. Simply classifying the shock as either a permanent change in the rate or a one-off event seems too binary of an analysis, whereas most causes and solutions will lie on a spectrum of duration depending on how long various structural solutions will take to arrive. Again, by offsetting some portion of otherwise needed interest rate increases in the first five to ten years of inflation, market improvement laws could, in theory, still end up preventing some level of interest rate increases in years eight to ten of an inflationary period, by buying time for slower structural causes to arrive.

Furthermore, this gap-filling effect can offer a different type of long-term benefit because inflation can result from purely psychological factors rather than any structural cause.62See, e.g., Edgar R. Fiedler, The Price-Wage Stabilization Program, 1972 Brookings Papers on Econ. Activity 199, 200 (1972) (“During that period the economy entered a cost-push inflation—a spiral of rising wages and prices, based not on union or corporate market power, but on the widely and deeply ingrained expectations of endless rapid inflation that were being cemented into the institutional framework within which price and wage decisions are made in our economy.”). In other words, even if there is no shortage of supply or increase in demand, prices can go up (or stay up) if people expect inflation.63See id. at 200. For instance, if there are widespread rumors that inflation will happen, many consumers might decide to quickly purchase large amounts of goods at the current price. The sudden spike in demand can drive up prices, further stoking fears of inflation.64See Franklin R. Shupp, Optimal Control, Uncertainty and a Temporary Incomes Policy, in Proceedings of the 1972 IEEE Conference on Decision and Control and 11th Symposium on  Adaptive Processes 21, 21 (1972) (citing expectation of price increases as the driving force behind certain kinds of inflation). Consequently, market improvement laws could prevent—or lessen the intensity of—longer lasting, self-fulfilling inflation by keeping the expectation of inflation from ever taking root in consumers’ minds, even if the direct impact on prices from market improvement laws only lasts a few years as a gap-filler until structural causes of inflation can be resolved.

In short, it would be a mistake to require that inflationary solutions directly address the causes of inflation or have the potential to address the entirety of inflation in order to be considered. Nor should market improvement laws be dismissed simply because they lead to one-off price changes while inflation is a rate of change. The more important question is whether market improvement laws can help meaningfully ameliorate inflation. At a minimum, when the direct causes of inflation have potential direct solutions that will potentially arrive within a few years, market improvement laws can still offset some of that inflation because they can lower prices with comparable if not greater speed than interest rate increases.65On the comparable timing, see the discussion of administrability infra Section III.A.

C. Market Failures and Algorithmic Pricing Are Relevant to Direct Solutions

There is a certain irony in criticism that market improvement laws do not address the structural causes of inflation. Those critiques have overlooked a key feature of market improvement laws. Such laws have a potentially important supportive role to help address inflation’s direct causes. That supportive role may be especially important in an era of algorithmic pricing and widespread market failures.

To have their full impact, direct solutions may depend on market improvement laws. Assume that structural shocks—such as China’s COVID-19 shutdown, which deprived factories of workers—increase prices by ten percentage points, but only for a year or two. If consumers are not discerning enough to choose sellers who quickly adjust prices downward after that shock has passed, then what could have been a temporary price hike can become a sustained price increase because consumers, on autopilot, are continuing to purchase as before or expecting prices to continue rising. Temporarily high inflation may thus condition consumers to expect ongoing high levels of inflation.

Price transparency laws are perhaps uniquely situated among legal reforms to eliminate this potential psychological contribution to inflation. Antitrust alone cannot fix this problem, because consumers need to be able to understand and locate low prices to provide competing businesses with sufficient incentives to offer them.66See, e.g., Oren Bar-Gill, Seduction By Contract 26 (2012) (summarizing behavioral economics pricing dynamics that operate independently of traditional measures of competition); Kelman, supra note 18, at 1263–64 (“[Monopolists] might quickly realign prices after . . . a [demand] shock to maximize revenues. The risk-averse, imperfectly competitive firm . . . may find it preferable to maintain historical mark-ups . . . It is not apparent . . . how antitrust enforcement could counteract the sorts of oligopolistic structures most likely to exhibit atypically high levels of price rigidity.”); infra Part II. If consumers can quickly understand that the structural increases in costs amount to only four percentage points, a ten percent price increase should arouse their suspicions and drive them to look for a better deal. Consumers would thereby reward sellers offering lower prices by seeking them out rather than assuming such sellers do not exist.67Ryan McCauley, Breaking A Monopoly: Vigilante Justice or the Sort of Innovative Approach We Celebrate?, 24 J. Antitrust, Unfair Competition L. & Priv. Section St. Bar Cal. 76, 76 (2015) (explaining that increased consumer consumption of lower prices encourages low price levels). Increasing consumers’ accuracy in understanding prices may therefore be necessary for direct solutions to lessen the level of inflation fully.

Market improvement laws may also directly contribute to addressing inflation before structural solutions arrive. Structural and psychological factors can combine to contribute to high levels of inflation.68See, e.g., Janet L. Yellen, Chair, Bd. Governors Fed. Rsrv. Sys., Remarks on Inflation Dynamics and Monetary Policy at the Philip Gamble Memorial Lecture 3 (Sept. 24, 2015) (“Today many economists believe that these features of inflation in the late 1960s and 1970s—its high level and lack of a stable anchor—reflected a combination of factors, including . . . the emergence of an ‘inflationary psychology’ whereby a rise in actual inflation led people to revise up their expectations for future inflation. Together, these various factors caused inflation . . . to ratchet higher over time.”). For instance, if there are structural reasons for an additional price increase of two or three percentage points, people may expect the impact to be even higher, such as eight percentage points. Moreover, the rapid changes in price mean that prices learned in past shopping trips are no longer relevant. Consequently, assessing current prices becomes more cognitively difficult. The research on behavioral economics suggests that the greater the cognitive load, the easier it is for sellers to charge anticompetitively higher prices.69See, e.g., Christine Jolls, Cass R. Sunstein & Richard Thaler, A Behavioral Approach to Law and Economics, 50 Stan. L. Rev. 1471, 1477 (1998) (providing an overview of the behavioral economics research on consumers’ cognitive limitations); infra Part II. As a result, consumers may have more difficulty determining the true competitive price during inflationary times.70In theory, the opposite cannot be ruled out—that people will pay more attention to prices during inflationary periods, perhaps because they are more concerned about prices. But the literature on price manipulation suggests it is more difficult than most assume to locate the best price. See infra Part II.

Businesses would be expected to exploit these consumer expectations and cognitive limits. Unfortunately, that issue has become politicized, as if the whole problem of inflation can be reframed as “greedflation.”71See Lydia DePillis, Is ‘Greedflation’ Rewriting Economics, or Do Old Rules Still Apply?, N.Y. Times (June 3, 2022), https://www.nytimes.com/2022/06/03/business/economy/price-gouging-inflation.
html [https://perma.cc/7LHX-W55H].
But once this conversation moves away from such framing, the idea that businesses would charge the highest prices possible simply restates economic theory about how markets work.72See, e.g., Xavier Gabaix & David Laibson, Shrouded Attributes, Consumer Myopia, and Information Suppression in Competitive Markets, 121 Q.J. Econ. 505, 506–07 (2006) (showing why companies face market pressures to shroud prices). Furthermore, managers arguably have a fiduciary duty to charge the highest prices legally possible in order to maximize shareholder value or would see themselves as having such a duty.73See Stephen M. Bainbridge, In Defense of the Shareholder Wealth Maximization Norm: A Reply to Professor Green, 50 Wash. & Lee L. Rev. 1423, 1445 (1993).

Unlike in prior periods of high U.S. inflation, today many managers need not ever even consciously decide to capitalize on inflation or be aware that such behavior is occurring. Many prices are set by automated algorithms instructed to maximize profits.74See, e.g., Rory Van Loo, Rise of the Digital Regulator, 66 Duke L.J. 1267, 1292 (2017) (“[D]igital intermediaries run tests year-round to identify which algorithms earn higher profits.”); Ariel Ezrachi & Maurice E. Stucke, Artificial Intelligence & Collusion: When Computers Inhibit Competition, 2017 U. Ill. L. Rev. 1775, 1794 (exploring antitrust issues of algorithmic pricing); Alexander MacKay & Samuel N. Weinstein, Dynamic Pricing Algorithms, Consumer Harm, and Regulatory Response, 100 Wash. U. L. Rev. 111, 173 (2022) (concluding algorithmic pricing may raise prices even without collusion). An effective algorithm following those instructions would be expected to exploit whatever confusion arises from inflation, whether the manager knew that was happening or not. It is possible that whereas managers observing lowered costs as inflation subsides would lower prices assuming that consumers would expect such adjustments, algorithms would only do so once the consumers show, through market behavior, that they expect lower prices. Indeed, in theory, the algorithm could even learn from an inflationary period that prices could be more rapidly raised and encourage continued price increases. In other words, the algorithm would be trained to encourage inflation. Inflation would thereby become an algorithmically reinforced phenomenon. Although the research on automated pricing algorithms is still nascent, there is evidence that these algorithms increase prices.75See infra Part II.

At a minimum, policymakers would ideally consider the possible effects of algorithms on inflation. An anti-inflation toolkit that fails to consider the possible changes to inflation introduced by algorithmic pricing could produce more muted price reductions than in prior eras. That would necessitate even greater interest rate cuts to achieve the same level of price reduction as in the past, meaning more economic harm would be caused and an increased risk of recession. It follows that market improvement laws that improve consumers’ ability to advance their interests in the face of algorithmic pricing could prove to be a valuable tool in either avoiding algorithmically enhanced inflation or in getting more of an anti-inflation effect from addressing the original causes of inflation.76See infra Part II. Without such laws, there is a risk that perceptions of inflation—and businesses’ inevitable efforts to exploit those perceptions—will cause inflation to endure long after the original structural contributors have ended.

D. Lawmakers Have Not Necessarily Produced Efficient Laws

Skepticism about using market improvement laws against inflation sometimes implicitly assumes that little or nothing more can be done to improve markets.77That assumption is implied by the logic that because competition failures did not cause inflation, market improvement laws cannot combat it. See supra Section I.B. That assumption might seem sensible at first glance because an independent basis exists for market improvement laws: efficiency. Efficiency has long been one of the most powerful influences in designing the law.78See, e.g., Oliver Wendell Holmes, Jr., The Path of the Law, 10 Harv. L. Rev. 457 (1897) (observing economic efficiency as a value emphasized by the law); Alan Schwartz & Louis L. Wilde, Intervening in Markets on the Basis of Imperfect Information: A Legal and Economic Analysis, 127 U. Pa. L. Rev. 630, 668 (1979) (stressing efficiency as a priority for market regulation); Jedediah Britton-Purdy, David Singh Grewal, Amy Kapczynski & K. Sabeel Rahman, Building A Law-and-Political-Economy Framework: Beyond the Twentieth-Century Synthesis, 129 Yale L.J. 1784, 1789–90 (2020) (remarking on and critiquing the powerful influence of efficiency). Since market improvement laws already have such a persuasive intellectual cornerstone pushing them forward, it is understandable why observers might posit that the extra motivation added by inflation would be inconsequential. After all, if there are legal rules that would move markets toward perfection, they would improve efficiency and thus they would be expected to already exist.

If this assumption were true, lawmakers would have already passed up-to-date price transparency and antitrust laws and would have previously removed any excess governmental licensing. State and federal lawmakers would also have refrained from succumbing to interest groups’ lobbying for laws that provide protections for various products and occupations. Under this assumption, the Department of Justice (“DOJ”) and FTC would also already have all the authority, resources, expertise, and motivation necessary to prevent price increases resulting from market failures. In such a world, there would be no additional room for legal reforms to push prices down and meaningfully address inflation.

However, that assumption is suspect. There is a rich literature arguing that laws are not passed as a result of a rational process that reflects society’s best interests.79For a prominent example and application of this vast literature, see Jerry L. Mashaw, Greed, Chaos, and Governance: Using Public Choice to Improve Public Law 81–105 (1997). Laws are instead the product of a messy set of interest group advocacy and political considerations that often reflect powerful opposition to regulation.80See, e.g., Lee Anne Fennell & Richard H. McAdams, The Distributive Deficit in Law and Economics, 100 Minn. L. Rev. 1051, 1052–53 (2016) (showing how law and economics operates under a questionable assumption that the desired distribution will subsequently occur but legislative shortcomings mean that such distribution may never result); Martin Gilens, Affluence and Influence: Economic Inequality and Political Power in America 81 (2012) (“[W]hen preferences between the well-off and the poor diverge, government policy bears absolutely no relationship to the degree of support or opposition among the poor.”). More specifically, scholars have observed these political economy dysfunctions in each of the three areas of market improvement laws. Consumers have had limited success in bringing about favorable price transparency and licensing laws because they are so dispersed,81See Jean Braucher, Foreword: Consumer Protection and the Uniform Commercial Code, 75 Wash. U. L.Q. 1, 3 (1997) (describing obstacles to consumer participation). whereas concentrated industry lobbyists exert great influence on legislatures.82See Aaron Edlin & Rebecca Haw, Cartels by Another Name: Should Licensed Occupations Face Antitrust Scrutiny?, 162 U. Pa. L. Rev. 1093, 1108, 1140 (2014) (exploring the role of lobbying in occupational licensing). And a consensus has emerged that the antitrust framework has fallen far short, even if there is disagreement about the best ways to improve that framework.83See Jonathan B. Baker, Finding Common Ground Among Antitrust Reformers, 84 Antitrust L.J. 705, 708–09 (2022) (summarizing reform proposals). Of course, antitrust scholars do not agree on the nature and extent of the legal framework’s shortcomings. See id. Stated otherwise, the skeptics have inadequately considered how institutional dysfunctions make it unlikely that the law has done everything it can to prevent widespread market failures that cause high prices.

Ultimately, each of the theoretical points made in this Part hinges on an empirical claim about whether most of what can be done to address market failures has already been done. Thus, to have a full sense of the potential for market improvement laws to meaningfully reduce inflation, the next Part turns to the empirical evidence.

II. THE EVIDENCE: MARKET IMPROVEMENT LAWS CAN LOWER INFLATION

Part I showed that, in theory, inflation can be addressed by improving consumer markets, rather than by holding them back. That theory rests on two key empirical assumptions: (1) market failures significantly raise consumer prices, and (2) legal reforms can address those market failures. This Part summarizes the evidence relevant to both assumptions, divided into the three areas of market improvement laws: price transparency, licensing, and antitrust.

Before turning to that discussion, a caveat is in order. A well-known limitation of macroeconomics is the ability to predict magnitude, as demonstrated by the difficulty in estimating what the effects of any given interest rate hike will have on inflation.84Mishkin, supra note 47, at 213; see also Paul Krugman, Opinion, I Was Wrong About Inflation, N.Y. Times (July 21, 2022), https://www.nytimes.com/2022/07/21/opinion/paul-krugman-inflation.html [https://perma.cc/SY6S-DDST] (“Everyone in the debate agreed that deficit spending would stimulate demand; everyone agreed that a stronger economy with a lower unemployment rate would, other things equal, have a higher inflation rate. What we had instead was an argument about magnitudes.”). Microeconomics offers greater precision by studying a particular market, but a similar magnitude challenge plagues the study of aggregate market failures across the economy, in part because information about costs, prices, and preferences are often unavailable.85Asher Schechter, The Rise of Market Power and the Decline of Labor’s Share, ProMarket (Aug. 14, 2017), https://promarket.org/rise-market-power-decline-labors-share [https://perma.cc/T8E7-EVQ6] (interviewing economists Jan De Loecker and Jan Eeckhout about data challenges). Thus, market improvement laws face predictive difficulties, but since other anti-inflation tools face related limits, that should not be grounds for dismissing market improvement laws. It bears emphasis that this Article’s core arguments do not depend on establishing any particular magnitude of market failure. They instead depend on concluding that there are some significant price-increasing market failures that the law can address.

A. Market Failures Significantly Raise Consumer Prices

Despite empirical limits, a growing body of empirical research has begun to quantify the higher prices paid due to inadequate price transparency, occupational licensing, and antitrust laws.86For a summary of some of the principal limits and why they should not block such studies from being used, see Van Loo, supra note 10. The following summary aims to provide a sense of the potential magnitudes rather than to establish any particular level of price increases.

1. Price Transparency Market Failures

Businesses systematically charge consumers higher prices by making it harder to compare options. The list of tactics that businesses use for this purpose is too vast to summarize. In one common strategy, known as drip pricing, businesses shift costs to later phases in the purchase process.87See Gabaix & Laibson, supra note 72, at 506–07. Airlines charge fees for baggage, printer manufacturers charge high prices for ink refills, and Airbnb adds cleaning and convenience fees that significantly increase the final price beyond what originally appeared in the search results.88See id. Researchers have found that these practices weaken consumers’ ability to compare full prices—even if consumers know that those costs will be added later.89See id. As another example, companies offer teaser rates for online subscriptions or credit cards, knowing that many people will not follow through with unsubscribing or changing credit cards before the prices increase.90See, e.g., Oren Bar-Gill & Ryan Bubb, Credit Card Pricing: The Card Act and Beyond, 97 Cornell L. Rev. 967, 967 (2012) (“[R]egulators should . . . consider limiting the ability of issuers to charge introductory teaser interest rates that are, in a sense, ‘too low.’ ”); Shelle Santana, Steven K. Dallas & Vicki G. Morwitz, Consumer Reactions to Drip Pricing, 39 Mktg. Sci. 188, 188 (2020) (summarizing widespread drip pricing practices).

Behavioral surcharges are not limited to complex purchases. Even in seemingly straightforward retail settings, sellers like Walmart and Target implement countless strategies to profit systematically from “market manipulation.”91See Hanson & Kysar, Evidence of Market Manipulation, supra note 5, at 1420. For instance, stores put higher-price items where most consumers’ eyes naturally gravitate on the shelves and misleadingly frame prices as being “discounted” from some original higher price.92Id. The ability to influence people’s choices has only grown in the digital era. Sellers scientifically study details including facial patterns of people in advertisements and the ordering of items on the screen.93Calo, supra note 24. I have previously argued that such practices, both across retail and the broader economy, have macroeconomic implications for issues such as the distribution of wealth.94See Van Loo, supra note 24, at 1357–59. These strategies, and countless more like them, may sound trivial, but for the purposes of anti-inflation, it is important to view them through an empirical lens.

Economists empirically studying the resulting price effects have consistently found that these strategies cause consumers to pay significantly more. For instance, excessively complex cell phone plans were associated with 8% higher consumer prices.95Bar-Gill & Stone, supra note 10 at 453–54. The reference point for the comparison was the plan at the same cell phone carrier that would have saved the most money. Id. Hiding mandatory fees on StubHub until later in the purchase process increased ticket payments by 21%.96Tom Blake, Sarah Moshary, Kane Sweeney & Steve Tadelis, Price Salience and Product Choice, 40 Mktg. Sci. 619, 619, 625 (2021). Unlike with the cell phone plans, this research reflects strategies that pushed consumers toward a different product (a different seat) that was more expensive. Id. Even in straightforward online settings, where price comparisons are a click away, economists have linked obfuscation practices such as lengthy product descriptions and add-on shipping costs to price increases of possibly around 6%.97Ellison & Ellison, supra note 24, at 428–29.

In short, the empirical evidence indicates that a lack of pricing transparency significantly increases prices by exploiting informational and behavioral market failures—even for products of identical quality.98For reviews of this literature, see Michael D. Grubb, Failing to Choose the Best Price: Theory, Evidence, and Policy, 47 Rev. Indus. Org. 303, 310–13 (2015); Bar-Gill, supra note 66, at 26; Van Loo, supra note 10, at 219–31. Moreover, many of these studies only look at one pricing strategy. Therefore, the full effects of multiple practices could produce even higher magnitudes of increased prices.99For instance, the study by Oren Bar-Gill and Rebecca Stone finding 8% increases in price looked only at consumers’ mistakes in choosing among the plans offered by a single carrier. See Bar-Gill & Stone, supra note 10, at 453. Consequently, if the plan purchased was compared to the best deal available across all carriers, and factors beyond complexity were considered, the price increase could be significantly higher. Inflation policies designed in an era before these practices became widespread do not reflect a comprehensive understanding of consumer prices today.100On the growth of such practices, see Bar-Gill, supra note 66, at 2–10; Ellison & Ellison, supra note 24, at 428.

2. Licensing Law Market Failures

Legislatures regularly enact laws that insulate existing market participants from competition and consequently produce higher prices in consumer transactions. For example, tariffs increase the prices of foreign sellers, thereby enabling domestic sellers to charge higher prices.101On the possibility of reducing tariffs in response to inflation, see Matthew Yglesias, Opinion, Biden Can Do Much More to Fight Inflation, Bloomberg (May 15, 2022), https://www.bloomberg.com/
opinion/articles/2022-05-15/biden-can-do-much-more-to-fight-inflation [https://perma.cc/HQU6-7DNT].
Less widely recognized is that state license laws protect about 25% of occupations.102See Morris M. Kleiner & Evgeny Vorotnikov, Analyzing Occupational Licensing Among the States, 52 J. Regul. Econ. 132, 134 (2017). These laws require massage therapists, hair braiders, fortune tellers, and many others to satisfy various conditions to work. They typically mandate that the aspiring worker complete a year of expensive training, pay hundreds of dollars for a license, and pass a licensure exam that also comes with a fee.103See Dick M. Carpenter II, Lisa Knepper, Kyle Sweetland & Jennifer McDonald, The Continuing Burden of Occupational Licensing in the United States, 38 Econ. Affs. 380, 380 (2018) (studying licensing laws across all fifty states). Some licensing provides valuable quality control, but the restrictions often go beyond what is needed for consumer protection—such as Louisiana and Tennessee statutes requiring that caskets only be sold by licensed sellers.104See St. Joseph Abbey v. Castille, 712 F.3d 215, 225–26 (5th Cir. 2013) (finding no rational basis for concluding that the statute helped safety, health, or consumer protection); Craigmiles v. Giles, 312 F.3d 220, 228–29 (6th. Cir. 2002) (finding that the statute whose true goal was “to privilege certain businessmen over others . . . cannot survive even rational basis”). Economists have found, for instance, that some licensing restrictions raised dental service prices by over 10% without improving oral health.105See Morris M. Kleiner & Robert T. Kudrle, Does Regulation Affect Economic Outcomes? The Case of Dentistry, 43 J.L. & Econ. 547, 573 (2000) (“[A] state that changed from a low or medium to highest restrictiveness could expect to see an increase in the price of dental services of about 11 percent.”); Coady Wing & Allison Marier, Effects of Occupational Regulations on the Cost of Dental Services: Evidence from Dental Insurance Claims, 34 J. Health Econ. 131, 131–32 (2014) (finding that limiting the authority of hygienists increases the prices of basic dental services by about 12%). Evidence also suggests that legal reforms giving nurse practitioners greater licensing independence reduced prices by as much as 16% without diminishing the “quality and safety of health services.”106Morris M. Kleiner, Allison Marier, Kyoung Won Park & Coady Wing, Relaxing Occupational Licensing Requirements: Analyzing Wages and Prices for a Medical Service, 59 J.L. & Econ. 261, 261 (2016). Economists’ rough estimate of the aggregate impact of licensing restrictions is that they raise consumer prices by about 15% across much of the service economy.107See Morris M. Kleiner, Occupational Licensing: Protecting the Public Interest or Protectionism? 2–3 (Upjohn Inst. Emp. Rsch., Policy Paper No. 2011-009, 2011), http://research.
upjohn.org/cgi/viewcontent.cgi?article=1008&context=up_policypapers [https://perma.cc/4JX2-2P62].

Other restrictive laws also reach consumer goods. Laws in all fifty states limit the number of franchises that can sell any manufacturer’s car in a given territory, thereby providing auto dealers with local monopolies, preventing online sales of new vehicles, and making in-person price comparisons difficult.108See, e.g., Daniel A. Crane, Tesla and the Car Dealers’ Lobby, 37 Regul. 10, 12–14 (2014); Francine Lafontaine & Fiona Scott Morton, Markets: State Franchise Laws, Dealer Terminations, and the Auto Crisis, 24 J. Econ. Persps. 233, 240 (2010). A DOJ study, relying on estimates by Goldman Sachs, concluded these statutes raise prices by 8.6%.109See Gerald R. Bodisch, U.S. Dept. Just. Antitrust Div. Econ. Analysis Grp., Economic Effects of State Bans on Direct Manufacturer Sales to Car Buyers 4 (2009), https://www.justice.gov/sites/default/files/atr/legacy/2009/05/28/246374.pdf [https://perma.cc/J6HC-MM2R] (estimating automobile price increases due to territorial monopolies at 8.6%).

A final related category is zoning laws, which often make obtaining a government building permit far more onerous. For example, economists have estimated that such zoning regulations cause a “regulatory tax” on single-family homes of over 50% of the total home value in the San Francisco Bay Area and over 20% in Boston.110See Joseph Gyourko & Raven Molloy, Regulation and Housing Supply, 5B Handbook Reg’l & Urb. Econ. 1289, 1295–96 (2015). The price impact varies greatly by location, and not all areas have zoning laws. However, because housing has a strong impact on inflation, even a few percentage points would prove particularly meaningful for inflation.111Cf. Fernando Alvarez, Andrew Atkeson & Chris Edmond, Sluggish Responses of Prices and Inflation to Monetary Shocks in an Inventory Model of Money Demand, 124 Q.J. Econ. 911, 947–49 (2009) (outlining the relationship between housing prices and inflation); See Devin Bunten, Is the Rent Too High? Aggregate Implications of Local Land-Use Regulation 25 (Fed. Rsrv. Bd. Working Paper No. 2017-64), https://www.federalreserve.gov/econres/feds/files/2017064pap.pdf [https://perma.cc/6GKH-GJPM] (finding that housing prices could overall be lowered several percentage points through more optimal zoning laws).

3. Antitrust Market Failures

The empirical study of antitrust is, in key ways, less reliable than research in other areas of market improvement laws. Nonetheless, it provides reason to believe that antitrust could play a meaningful role in lowering prices. Economists have linked many mergers and high levels of industry concentration with lower consumer welfare and higher prices.112See Orley Ashenfelter, Daniel Hosken & Matthew Weinberg, Did Robert Bork Understate the Competitive Impact of Mergers? Evidence from Consummated Mergers, 57 J.L. & Econ. S67, S79 (2014) (“Overall, the results from the retrospective literature on mergers show that mergers in oligopolistic markets can result in economically meaningful price increases.”); see also Louis Kaplow & Carl Shapiro, Antitrust, in 1 Handbook of Law and Economics 1073, 1112 (A.M. Polinsky & S. Shavell eds., 2007) (“Collusive outcomes are less likely to occur in industries with more firms . . . .”). One study of fifty mergers, albeit not necessarily representative ones, found that most of them increased prices, typically by about 10%.113John Kwoka, Mergers, Merger Control, and Remedies: A Retrospective Analysis of U.S. Policy 39–46 (2015). If the selection of these mergers made them more likely to have been problematic, this result is more indicative of the existence of many mergers that increase prices, rather than of the percentage of mergers that do so.

Whereas that examination covered numerous industries, other research has focused on particular industries. For instance, since the mid-1990s alone, over one thousand hospital mergers have occurred.114See Eduardo Porter, Health Care’s Overlooked Cost Factor, N.Y. Times (June 11, 2013), http://
http://www.nytimes.com/2013/06/12/business/examinations-of-health-costs-overlook-mergers.html [https://
perma.cc/JV59-WBM5].
A large body of research demonstrates that hospital mergers have overall led to higher prices, but not necessarily improvements in health care quality.115See, e.g., Barak D. Richman, Antitrust and Nonprofit Hospital Mergers: A Return to Basics, 156 U. Pa. L. Rev. 121, 125 (2007) (“Recent studies suggest that market power pervades the health care sector and is responsible for a torrent of supracompetitive—and even supramonopoly—prices.”); Ashenfelter et al., supra note 112, at S84–S85 tbl.3 (summarizing post-merger hospital studies with findings ranging from no price increase to increases of 50%, 65%, and 80%). The most comprehensive of these studies, a longitudinal analysis of ninety-seven mergers between 1989 and 1996, found that hospital mergers led to price increases of 40%.116See Leemore Dafny, Estimation and Identification of Merger Effects: An Application to Hospital Mergers, 52 J.L. & Econ. 523, 528, 530, 544 (2009). Studies have found price increases following mergers in other areas as well, including banking,117See, e.g., Robert M. Adams, Lars-Hendrick Roller & Robin C. Sickles, Market Power in Outputs and Inputs: an Empirical Application to Banking 16, 24 tbl.1 (Bd. of Governors of Fed. Rsrv. Sys., Fin. & Econ. Discussion Series, Discussion Paper No. 2002-52, 2002) (finding anticompetitive markups of 10 basis points for real estate loans and 18 basis point for installment loans). insurance,118See, e.g., Leemore Dafny, Mark Duggan & Subramaniam Ramanarayanan, Paying a Premium on Your Premium? Consolidation in the US Health Insurance Industry, 102 Am. Econ. Rev. 1161, 1163 (2012) (finding that health insurer consolidation may have caused a 7% increase in premiums). and food and beverage.119See Ashenfelter et al., supra note 112, at S79, S91 (finding anticompetitive price increases of 3% for cereal and 1% to 7% for liquor).

Despite this evidence, estimating prices at specific points in time before and after individual mergers faces methodological limitations because other factors may contribute to the measured price differences.120Merger economists often use a difference-in-differences methodology to compare prices in control group markets unaffected by the merger to prices—before and after—in markets affected by the merger to determine whether margins have increased anticompetitively, rather than relying on businesses’ actual cost and price data. See John Simpson & David Schmidt, Difference-in-Differences Analysis in Antitrust: A Cautionary Note, 75 Antitrust L.J. 623, 624 (2008) (discussing assumptions underlying difference-in-differences estimations). This requires locating a similar control group, such as a different geography or stores’ own brands, presumed to be unaffected by the merger. See id. It is also difficult to know what to make of the literature finding that most industries have become more concentrated and dominated by an ever-shrinking number of competitors over the past several decades.121Among other reasons, the mechanism for the overcharge cannot necessarily be identified from any given study—it might be actual collusion, a rational avoidance of price wars, or algorithmically driven. Nor is a problematic level of concentration necessarily the result of anticompetitive conduct or mergers. For a review of this literature, see Steven Berry, Martin Gaynor & Fiona Scott Morton, Do Increasing Markups Matter? Lessons from Empirical Industrial Organization, 33 J. Econ Persps. 44, 59–62 (2019). The presence of large businesses in a concentrated industry with high markups cannot, by itself, establish that the high markups are caused by the concentration of the industry.122See Berry et al., supra note 121, at 46–47. Increased productivity and quality—such as Apple’s advancements in smart phone quality—can contribute to higher markups in concentrated industries.123See, e.g., Sam Peltzman, Productivity, Prices, and Concentration in Manufacturing: A Demsetzian Perspective, 65 J.L. & Econ. S121, S136, S151 (2022). And some mergers and industry consolidation have been linked to lower prices.124See, e.g., Ashenfelter et al., supra note 112, at S90 tbl.5, S92 tbl.5. Thus, the evidence about how industry consolidation has affected consumers is mixed, but it suggests that in at least some industries, such as health care, there are opportunities to promote more competitive prices by improving antitrust enforcement related to mergers and industry structure.

Another potential source of antitrust-related price inflation comes not from mergers or industry concentration but from price coordination among firms. One prominent example is the pharmaceutical industry. After their patents expire, drug companies such as Pfizer, Merck, and Johnson & Johnson often pay other companies to refrain from offering competing drugs. One estimate put the resulting annual price increase at 5% in the costs of pharmaceuticals.125C. Scott Hemphill, An Aggregate Approach to Antitrust: Using New Data and Rulemaking to Preserve Drug Competition, 109 Colum. L. Rev. 629, 661 (2009) (“The size of the buyer overcharge from pay-for-delay settlements likely exceeds $16 billion.”); Jeanne Whalen, Outlook is Cut for U.S. Drug Sales, Wall St. J. (Oct. 29, 2008, 12:01 AM), https://www.wsj.com/articles/SB12252424741
5878553 [https://perma.cc/Y44F-43XH] (putting drug sales at about $297 billion in 2008).

Usually, however, price coordination occurs in a more hidden manner. Legal scholars have argued that unprosecuted price-fixing is widespread.126See, e.g., Christopher R. Leslie, How to Hide a Price-Fixing Conspiracy: Denial, Deception, and Destruction of Evidence, 2021 U. Ill L. Rev. 1199, 1199, 1203–04, 1248 (2021) (“Price-fixing conspiracies overcharge consumers by billions of dollars every year.”); D. Daniel Sokol, Policing the Firm, 89 Notre Dame L. Rev. 785, 791 (2013) (summarizing the literature on price-fixing and concluding that the resulting overcharge is high). According to various studies, price-fixing has raised prices to U.S. consumers by 18% to 37% in markets ranging from baby food to cosmetics.127See John M. Connor & Robert H. Lande, The Size of Cartel Overcharges: Implications for U.S. and EU Fining Policies, 51 Antitrust Bull. 983, 983 (2006). By one estimate, the total cost to consumers globally reaches over half a trillion dollars.128John M. Connor, Global Price Fixing 1, 46–47 (K. Cowling & D.C. Mueller eds., 2d ed. 2008) (estimating price-fixing impact on prices globally based on samples); see also Flavien Moreau & Ludovic Panon, Macroeconomic Effects of Market Structure Distortions 1 (Int’l. Monetary Fund, Working Paper No. 2022-104, 2022), https://ssrn.com/abstract=4106663 [https://perma.cc/4KW3-VM3U] (estimating that breaking down French cartels would increase welfare by 3.5%).

Price-fixing may be more of a problem in today’s economy because prices are increasingly set using algorithms. Businesses’ programmers typically instruct algorithms to find the profit-maximizing price, meaning that the “invisible hand” has become the “digitized hand.”129See, e.g., Ariel Ezrachi & Maurice E. Stucke, Virtual Competition: The Promise and Perils of the Algorithm-Driven Economy 27–29 (2016) (showing how algorithms increasingly set prices); Stephanie Assad, Emilio Calvano, Giacomo Calzolari, Robert Clark, Vincenzo Denicolò, Daniel Ershov, Justin Johnson, Sergio Pastorello, Andrew Rhodes, Lei Xu & Matthijs Wildenbeest, Autonomous Algorithmic Collusion: Economic Research and Policy Implications, 37 Oxford Rev. Econ. Pol’y 459–60 (2021) (explaining that a whole industry has arisen of third parties promising businesses help with pricing optimization). Intelligently maximizing profits inevitably amounts to finding ways to set prices above the competitive level.130For sophisticated modeling demonstrating this proposition, see Emilio Calvano, Giacomo Calzolari, Vincenzo Denicolò, & Sergio Pastorello, Artificial Intelligence, Algorithmic Pricing, and Collusion, 110 Am. Econ. Rev. 3267, 3280–81 (2020); Assad et al., supra note 129, at 460. Moreover, the potential magnitude of resulting price increases can be large, with one study showing gas prices increased by 9% to 28% after gas station owners switched from traditional to algorithmic pricing.131See Assad et al., supra note 129, at 463–64. The researchers inferred the timing of adoption of algorithmic pricing, which creates some limitations for these findings. Id. It is thus plausible that algorithms have expanded what was already believed to be a high level of undetected price-fixing throughout the economy.132Ezrachi and Stucke stated this most clearly in the context of competition, and others have added evidence to this effect. See Ezrachi & Stucke, supra note 129, at 32–33; Salil K. Mehra, Antitrust and the Robo-Seller: Competition in the Time of Algorithms, 100 Minn. L. Rev. 1323, 1325–27 (2016); Assad et al., supra note 129, at 461.

In sum, across price transparency, licensing laws, and antitrust, it would be difficult to estimate the precise total level of market failures causing higher prices across the economy. Many markets have not been studied, whether due to the lack of data available, the resource priorities of researchers, or other factors. Nonetheless, there is evidence of potentially widespread market failures causing higher prices. If so, laws effectively addressing those market failures could lead to significantly lower prices.

B. Market Improvement Laws Can Work

A causal relationship between market failures and high prices implies, but does not necessarily prove, that the law can address those high prices. Given limited governmental resources and reluctance to intervene in markets, it is important to consider the evidence about whether market improvement laws might work.

1. Price Transparency Laws Can Lower Prices

Many consumer laws lower prices. Yet unlike the attention paid to antitrust decades ago, the absence of scholarship considering consumer laws as a response to inflation suggests that this basic function of consumer laws is not broadly understood. One explanation for that inattention is that the most prominent consumer laws tend to be framed in ethical terms, such as whether a company’s practices were unfair or deceptive.133See, e.g., Katherine Porter, Modern Consumer Law 1–3 (1st ed. 2016) (summarizing some of the confusion surrounding consumer law’s identity).

Part of the disconnect may also be that the few consumer laws that most explicitly target prices only apply in narrow circumstances. Most notably, price gouging laws prohibit sellers from exploiting crises to charge considerably more. For example, sellers risk prosecution if they dramatically increase the price of masks or other medical supplies upon the start of a pandemic.134See Michelle M. Mello & Rebecca E. Wolitz, Legal Strategies for Reining in “Unconscionable” Prices for Prescription Drugs, 114 Nw. Univ. L. Rev. 859, 897–98 (2020). Another visible area of consumer pricing laws prohibits “unconscionable” prices in areas such as pharmaceuticals and mortgages, which have been described as pricing practices significantly varying from industry standards.135See id. at 933–34, 955 (summarizing laws related to unconscionable pricing); 940 Mass. Code Regs. § 8.06(6) (2023) (prohibiting mortgage lenders from offering terms that “significantly deviate from industry-wide standards or which are otherwise unconscionable.”). Although relevant as part of a broader anti-inflation toolkit, price gouging and unconscionability do not immediately appear promising for having a large-scale impact on inflation because they are designed to address unusual instances of extreme prices, not routine and systemic price increases across the economy.136Additionally, price-gouging laws are seen as potentially inefficient, contributing to shortages by eroding market forces. See Mello & Wolitz, supra note 134, at 882.

Instead, an area of consumer law offers more promise in addressing inflation despite the reality that it is less commonly understood to be about prices. What this Article refers to as price transparency laws is more commonly known as disclosures or nudges and seeks to contain the everyday pricing practices that companies deploy.

Price transparency proposals tend to raise scholarly concerns about the possibility of facilitating seller collusion, and some such mandates have been followed by increases in prices.137One study found evidence of price increases following gasoline price transparency statutes in Chile, although in higher income geographies the policies lowered prices. See Fernando Luco, Who Benefits from Information Disclosure? The Case of Retail Gasoline, 11 Am. Econ. J.: Microeconomics 277, 278–80 (2019). However, overall more informed consumer markets tend to lead to lower prices.138Dieter Pennerstorfer, Philipp Schmidt-Dengler, Nicolas Schutz, Christoph Weiss & Biliana Yontcheva, Information and Price Dispersion: Theory and Evidence, 61 Int’l Econ. Rev. 871, 872 (2020). As the examples that follow show, how the mandates are designed is important in determining whether they are helpful.139On the broader point of the potential unintended consequences of disclosures, see Omri Ben-Shahar & Carl E. Schneider, The Failure of Mandated Disclosure, 159 U. Pa. L. Rev. 647, 647, 651–65 (2011). Counterintuitively, it may be that not requiring digital price updates in some contexts would prove more helpful, as the aforementioned highway gas station signs lowered prices while national digital reporting of real-time prices seems to come with greater risks of collusion. On those risks, see Ariel Ezrachi & Maurice E. Stucke, Sustainable and Unchallenged Algorithmic Tacit Collusion, 17 Nw. J. Tech. & Intell. Prop. 217, 244 (2020).

In several field experiments, simply providing consumers with helpful information lowered the prices those consumers paid. In one experiment, researchers found that sending Medicare recipients a letter advising which of the available plans would be best saved recipients 5% in out-of-pocket expenses.140Jeffrey R. Kling, Sendhil Mullainathan, Eldar Shafir, Lee C. Vermeulen & Marian V. Wrobel, Comparison Friction: Experimental Evidence from Medicare Drug Plans, 127 Q.J. Econ. 199, 201, 215 (2012). In another, disclosures at the point of sale for payday loans lowered borrowing costs by 11%.141Marianne Bertrand & Adair Morse, Information Disclosure, Cognitive Biases, and Payday Borrowing, 66 J. Fin. 1865, 1865 (2011) (reducing payday borrowing by 11% through disclosures in a field experiment).

Other studies have found similar effects due to new laws requiring businesses to make prices more broadly available. For instance, consumers paid an estimated 20% less for gas following a law that required electronic billboards on the highways to show all nearby gas stations’ prices.142Federico Rossi & Pradeep K. Chintagunta, Price Transparency and Retail Prices: Evidence from Fuel Price Signs in the Italian Highway System, 53 J. Mktg. Rsch. 407, 409 (2016); see also Ambarish Chandra & Mariano Tappata, Consumer Search and Dynamic Price Dispersion: An Application to Gasoline Markets, 42 Rand J. Econ. 681, 700 (2011) (estimating gasoline savings of 5% gained by better searching solely in a one-mile radius). Additionally, as mentioned above, another study concluded that an Israeli statute requiring stores to make their prices and product information available in machine-readable formats led to a 4% to 5% reduction in price.143Ater & Rigbi, supra note 33.

Other research has looked at interventions that sought to help consumers better calculate prices. For example, many states have mandated that grocery stores provide unit pricing labels on the shelf to facilitate price comparisons.144A Guide to U.S. Retail Pricing Laws and Regulations, Nat’l Inst. Standards & Tech., https://www.nist.gov/pml/weights-and-measures/laws-and-regulations/retail-and-unit-pricing-laws [https://
perma.cc/YDW9-N4ZP].
These rules require stores to list per unit prices alongside the full purchase price, like the price per ounce of peanut butter or per battery. This allows shoppers to compare offerings of differing sizes and determine which items are cheapest without needing a calculator.145Id. Studies suggest that consumers use these labels to save money in their purchase choices. Even a basic application of unit pricing led to 1% savings.146J. Edward Russo, The Value of Unit Price Information, 14 J. Mktg. Rsch. 193, 193–201 (1977). When combined with other tools for comparison, such as an education campaign, information on unit price disclosures have led to 10% to 13% savings.147Clinton S. Weeks, Gary Mortimer & Lionel Page, Understanding How Consumer Education Impacts Shoppers Over Time: A Longitudinal Field Study of Unit Price Usage, 32 J. Retailing & Consumer Servs. 198, 206 (2016) (using a field experiment to quantify the savings from educating consumers about unit prices); see also Australian Competition & Consumer Comm’n, Report of the ACCC Inquiry into the Competitiveness of Retail Prices for Standard Groceries 449 (2008) (citing studies that show up to 1% savings across all consumers by improving existing unit pricing laws); James Binkley, Prices Paid in Grocery Markets: Searching Across Stores and Brands, 47 J. Consumer Affs. 465, 466 (2013) (finding that improved price comparison approaches within stores led to up to 10% savings).

Another category aimed at improving the analysis of information focuses on the algorithms that increasingly direct people to their ultimate purchase. In one study with unusual access to internal company data, economists found that a subtle change to eBay’s algorithm saved consumers 5% to 15% by returning lower-priced search results first.148Michael Dinerstein, Liran Einav, Jonathan Levin & Neel Sundaresan, Consumer Price Search and Platform Design in Internet Commerce, 108 Am. Econ. Rev. 1820, 1821 (2018). Yet search results are almost entirely unregulated, and companies have an incentive to increase the prices that consumers pay.149More specifically, they have an interest in maximizing what people pay up to the point that those prices do not drive people to shop elsewhere. See Frank Pasquale, Internet Nondiscrimination Principles: Commercial Ethics for Carriers and Search Engines, 2008 U. Chi. Legal F. 263, 267 (2008). It follows that laws pushing online marketplaces toward more helpful search results could bring consumers considerable savings.

This discussion should not be read to imply that consumer price laws are straightforward. Disclosures require careful design and measurement of results to avoid waste or even counterproductive effects.150Ben-Shahar & Schneider, supra note 139, at 647, 651–65 (summarizing many failed attempts). These complications are described in greater depth below. Note, however, that the importance of design underscores how many of the above interventions could be improved, providing even greater price reductions. For instance, the 5% Medicare savings resulted from text inserted into a letter that many people presumably did not read. The researchers observed that, had all Medicare patients followed the advice, the average savings would have been 31%.151Jason T. Abaluck & Jonathan Gruber, Choice Inconsistencies Among the Elderly: Evidence from Plan Choice in the Medicare Part D Program, 101 Am. Econ. Rev. 1180, 1189–92 (2011). And while the Israeli statute produced results from mandating machine-readable disclosures, more active support for helpful digital intermediaries that would analyze all available prices for the consumer could create more powerful shopping tools, putting even greater price pressure on sellers.152For an exploration of such a proposal, see Van Loo, supra note 24, at 1387. Thus, the empirical evidence suggests that price transparency laws can significantly lower prices in a variety of markets.

2. Removing Licensing Restrictions Can Lower Prices

Unlike price transparency and antitrust laws, addressing higher prices that result from governmental licensing requirements has a more straightforward legal solution: removal of the laws that require those licenses. The above studies estimating price increases suggest that the removal of inefficient occupational licensing laws, territorial restrictions for car dealerships, and zoning laws could significantly lower prices.153See supra Part I. Indeed, some of that research goes beyond just estimating price increases by also modeling the effects of removing such laws.154For instance, one study found that prices would decrease by 4.5% in a range of services if Arkansas lowered its occupational licensing restrictions to match those of neighboring Mississippi. Thomas J. Snyder, Ark. Ctr. For Rsch. Econ., The Effects of Arkansas’ Occupational Licensure Regulations 3 (2016), https://uca.edu/acre/files/2016/06/The-Effects-of-Arkansas-Occupational-Licensure-Regulations-by-Dr.-Thomas-Snyder.pdf [https://perma.cc/P2PT-2APS].

More direct evidence also comes from studies of licensing laws that have already been improved. For instance, in jurisdictions that expanded the role of nurse practitioners and allowed them to provide medical services previously only administered by doctors (albeit still supervised in a doctor’s office), prices lowered an estimated 3% to 16%.155Kleiner et al., supra note 106, at 286. As another example, in 1983, Colorado lawmakers removed licensing requirements mandating that anyone offering funeral services graduate from a mortuary college, train for a year, and pass oral and written license examinations.156Brandon Pizzola & Alexander Tabarrok, Occupational Licensing Causes a Wage Premium: Evidence from a Natural Experiment in Colorado’s Funeral Services Industry, 50 Int’l Rev. L. & Econ. 50, 52 (2017). A comparison of the resulting prices in Colorado before and after the licensing removal found that the reforms lowered prices in Colorado by 15%.157See id. at 53. Price differences in Colorado were compared with price changes over the same time period in other states that did not have such a removal. Id.

The removal of licensing laws has mixed effects on labor markets, as discussed below. For purposes of inflation, however, improvements to widespread licensing laws offer an opportunity to lower prices substantially.158For a summary of this empirical literature, see supra Section II.A.

3. Antitrust Reforms Can Lower Prices

Unfortunately, there is limited evidence that speaks directly to the question of how antitrust reforms would work in the U.S. economy. A big part of the challenge is simply methodological. Changes to price transparency and licensing laws are more readily studied because they occur more frequently and offer researchers the ability to compare prices in a specific market before and after a statutory legal reform.159See Kleiner et al., supra note 106, at 286; see Pizzola & Tabarrok, supra note 156, at 53. In contrast, new market-wide antitrust laws have been enacted less frequently. New policies have been implemented through ex-post law enforcement processes against individual firms, but it is difficult to measure the market-wide deterrence effects of such developments.160Gregory J. Werden, Assessing the Effects of Antitrust Enforcement in the United States, 156 De Economist 433 (2008). Consequently, there are simply fewer rigorous studies of antitrust law’s ability to lower prices.

Although it is debatable what level of confidence can be had based on the existing evidence, a few studies speak to this fundamental question of antitrust effectiveness. Research from decades ago found that in the months and years after the filing of a successful price-fixing antitrust complaint, antitrust actions for price-fixing or collusion lowered prices by several percentage points.161George J. Stigler & James K. Kindahl, Nat’l Bureau Econ. Rsch., The Behavior of Industrial Prices 92 (1970) (finding that commodities prices lowered between 0.7% and 2.4% three months after the complaint and from 2.2% to 4.4% in the nine months after the complaint). But see Michael F. Sproul, Antitrust and Prices, 101 J. Pol. Econ. 741, 741 (1993) (“In a survey of 25 cases filed between 1973 and 1984, prices are found to gradually rise by about 7 percent over the 4 years following an indictment.”). If scholars are correct that most cartels go undetected,162Peter G. Bryant & E. Woodrow Eckard, Price Fixing: The Probability of Getting Caught, 73 Rev. Econ. & Stat. 531, 535 (1991) (finding that only 13% to 17% of cartels are detected). these empirical studies suggest that finding a way to prosecute those cartels could rapidly lower prices.163However, designing such a regime is complicated. See Leslie, supra note 126, at 1265 (proposing changes to the antitrust regime to allow for greater prosecution of price fixing); Sokol, supra note 126, at 848 (proposing stronger price-fixing enforcement through the use of corporate monitors); infra Part III. Of course, this raises the question of whether adequate legal authority exists or could be enacted—a topic returned to below in the discussion of administrability. But for now the point is simply that there is empirical support for tentatively concluding that a stronger regime for addressing price-fixing could provide help with inflation.

Antitrust enforcers’ ability to address industry concentration is less clear. Part of the problem is simply that the most powerful remedy—breaking up companies—is seldom applied in the United States, so there has been limited ability to study its price effects.164See Kwoka, supra note 113, at 126–32. For a critique of the analytic approach to divestitures in the United States, see Van Loo, supra note 32, at 1955. Moreover, many empirical studies of existing U.S. antitrust interventions tend not to quantify the price effects, presumably due to methodological difficulties.165See generally Bureau of Competition & Bureau of Econ., Fed. Trade Comm’n, The FTC’s Merger Remedies 2006–2012: A Report of the Bureaus of Competition and Economics (2017).

The most methodologically convincing study comes from the Netherlands, where a new law forced some owners to divest gas stations chosen at random.166Adriaan R. Soetevent, Marco A. Haan & Pim Heijnen, Do Auctions and Forced Divestitures Increase Competition? Evidence for Retail Gasoline Markets, 62 J. Indus. Econ. 467, 467–70 (2014). It found that when concentrated gas stations were broken up, prices decreased from 1.3% to 2.3%.167Id. at 469. Those findings come with the caveat that they do not reflect a large-scale organizational breakup. Instead, the study measured the effects of the forced sale of existing gas stations whose day-to-day operations presumably could remain uninterrupted.168See id. Although these findings are limited in terms of magnitude and market applicability, they provide some cautious support for the possibility of using divestitures in at least some contexts to lower prices.

Finally, a newer wave of research has begun to look at the strength of the overall competition policy of a country in order to determine the effects of those policies on markets.169See Amit Zac, Carola Casti, Christopher Decker & Ariel Ezrachi, Competition Policy and the Decline of the Labour Share 8 (Aug. 2, 2022) (unpublished manuscript), available at https://ssrn.com/
abstract=3824115 [https://perma.cc/LG5W-PTHX] (summarizing the competition policy index and its usage); Pauline Affeldt, Tomaso Duso, Klaus Gugler & Joanna Piechucka, Market Concentration in Europe: Evidence from Antitrust Markets 26 (German Inst. for Econ. Rsch., Working Paper, Paper No. 1930, 2021), https://papers.ssrn.com/abstract=3775524 [https://perma.cc/BDZ5-42KQ] (measuring effects of past merger enforcement on market concentration).
In one study, the antitrust regimes of large economies were evaluated in terms of factors such as the ability to impose significant penalties for violations, the level of investigative authority, and the intensity of oversight applied by enforcers.170Zac et al., supra note 169. Although this metric has limits, the study found that when countries weaken competition policies, average profits increase.171See, e.g., id. at 28–29 (finding price and profits higher in low-competition policy index countries). Another study estimated the impact of competition policy on market concentration.172Affeldt et al., supra note 169, at 18 (describing study methodology). It concluded that removing barriers to entry and blocking mergers lowered concentration levels.173Id. at 26. These findings speak to the potential impact of competition policy on prices because higher concentration levels are associated with higher markups.174De Loecker et al., supra note 22, at 598.

These findings are complicated by the debate about whether higher profits and margins are good or bad. Again, profits can increase for pro-competitive reasons, such as greater innovation.175See supra Section II.A.3. Or rising profits and margins can reflect increased market power and lower productivity. The potential for high profits also provides motivation to innovate and invest.

In sum, although antitrust reforms overall have proved more difficult to study directly than price transparency and licensing reforms, there is some limited empirical support for concluding that stronger antitrust interventions can reduce prices. Due to the debates about the benefits and drawbacks of concentration, the least controversial antitrust reforms would be those aimed at undetected price-fixing and algorithmic collusion. The variability of options not only within antitrust but also among all market improvement laws speaks to the importance of a framework for deciding among anti-inflation policy tools.

III.  DESIGNING ANTI-INFLATION LAWS

The preceding discussion has shown the theoretical and empirical foundations for using market improvement laws to address inflation. The evidence suggests that consumers face difficulties finding the best deals and that in many markets well-designed market improvement laws can lower the prices paid at magnitudes that would offset a meaningful amount of inflation. This Part offers a framework for choosing among anti-inflation policies. The goal is to comprehensively compare underappreciated microeconomic options, such as market improvement laws, to those more macroeconomic options that tend to be the default choice. It then sketches in greater detail what it would mean to integrate market improvement laws during an inflationary period.

A. A Framework for Choosing Inflation Laws

Even after recognizing that market improvement laws have significant potential to lower prices, policymakers are faced with the task of deciding how to prioritize among the various anti-inflation laws. Yet in the rare academic discussions of how more microeconomic laws may address inflation, there is usually an absence of any framework for choosing among options.176See, e.g., Handler, supra note 13 (considering the role of antitrust in inflation without clarifying a framework for making such a choice); Aneil Kovvali, Countercyclical Corporate Governance, 101 N.C. L. Rev. 141 (2022) (offering a framework for incorporating inflation and other macroeconomic considerations into corporate governance but not for choosing among responses to inflation). The discussion above has indicated four key criteria that can be used to choose among policy options: direct magnitude, indirect structural support, administrability, and side effects. Analytic shifts in applying these criteria would help to better incorporate microeconomic laws into inflation.

1. Direct Magnitude

The direct magnitude refers to the percentage of reduction in inflation as an immediate consequence of the policy. At first glance, this is one metric on which market improvement laws come up short compared to macroeconomic tools such as interest rate hikes. In theory, the Federal Reserve could raise interest rates from its current level of roughly 2% to something dramatically higher, like 40%, to tame high levels of inflation.177See Rubin, supra note 30. Similarly, in a command-and-control economy, price controls can dictate the level of inflation and thereby, in theory, reduce fifty points of inflation or more.178There are, of course, practical constraints that will be discussed below.

In contrast, market improvement laws have built-in limits to their impact on prices because businesses can only lower prices so far before operating at a loss.179See supra Part I. Additionally, there is great variability in the magnitude of price decreases from market improvement laws across industries,180See supra Part II. making it difficult to know the precise magnitude achievable across the entire economy.

One caveat is in order when comparing magnitude. Any such analysis must consider practical institutional limits. For instance, interest rates can only be raised to certain levels before the costs (especially low growth and unemployment) become too high to push further. Consequently, the various criteria for anti-inflation laws influence one another. In this case, the criterion of direct magnitude interacts with negative side effects, which can limit the practical magnitude of an anti-inflation tool.

Nonetheless, putting other criteria aside for now, there is reason to think that the direct magnitude of market improvement laws has been underestimated. This underestimation illuminates how an anti-inflation framework should analyze magnitude. Relevant academic and policy conversations have focused on antitrust.181See supra Part I. Yet among the three major areas of market improvement laws, antitrust offers the most limited empirical support for concluding that there is a possibility of high magnitude.182See supra Part II. In aggregate, the market improvement laws discussed herein have a much larger potential total anti-inflation magnitude than antitrust alone.

The broader point here is that a siloed approach to considering microeconomic laws has weakened analyses of anti-inflation laws’ direct magnitude. With respect to market improvement laws, the analysis of antitrust law’s magnitude in isolation, without considering related areas of law, obscures the relevance of market failures to inflation. For a comprehensive estimate of the direct magnitude of anti-inflation policies, it will sometimes be necessary to combine various areas of law that are united by a common economic frame.

Moreover, academics and policymakers may have underappreciated market improvement laws’ direct magnitude even within some of the three areas of law discussed herein. Studies of market improvement laws are often scattered among various markets, such as gasoline, food, and cell phone plans.183See supra Part II. These individual microeconomic studies do not immediately provide macroeconomic magnitudes. To conceptualize the magnitude of a specific type of reform, such as price transparency laws, observers must synthesize various micro-level empirical studies into a macro-level magnitude.

Thus, research silos for different areas of law and diverse markets must be overcome to obtain a more comprehensive sense of the potential direct magnitude of anti-inflation laws. Only then can policymakers and scholars form an accurate sense of whether market policies are worth being in the conversation about fighting inflation.

2. Indirect Structural Support

The direct magnitude analysis discussed above is not by itself sufficient to understand the full contributions that an anti-inflation policy has to offer. Some policies, like market improvement laws, have the potential to provide indirect support to other anti-inflation laws.184See supra Section I.C. That complementary role must also be weighed.

As mentioned above, structural solutions to inflation (such as ending China’s COVID lockdown) may not work unless consumers have the capacity and motivation to effectively compare prices. Price transparency is thus crucial for helping ensure that structural solutions, like repairing the supply chain, swiftly impact prices paid. This complementary role in addressing inflation constitutes the second criteria in this Article’s framework: indirect structural support.

The indirect structural support provided by other anti-inflation tools is less clear. In theory, antitrust enforcement and licensing reforms should also indirectly help other interventions because competitive pressures would push companies to pass on any sudden supply-chain savings to customers. However, there is some limited evidence that oligopolies may be quicker than firms in more competitive industries to pass on later cost-savings to consumers.185Adriaan Ten Kate & Gunnar Niels, To What Extent are Cost Savings Passed on to Consumers? An Oligopoly Approach, 20 Eur. J. L. & Econ. 323, 324 (2005) (“In oligopoly it turns out to be exactly the other way round. When competition is strong individual firms are price takers and do not pass on their firm-specific cost savings to price; when competition is weak individual firms have more influence on price and tend to pass on their cost savings to a greater extent.”). It seems counterintuitive at first that oligopolies would be more likely to pass on cost savings. One possible explanation is that oligopolies do not need inflation to charge higher prices because their market power in normal times allows them to do already charge closer to the profit-maximizing price. A monopoly at some point will not want to charge higher prices because higher prices decrease demand, and at a certain point the higher price brings less profits. In contrast, firms in less concentrated industries have a harder time raising prices in normal times and thus may be less interested in giving up those higher prices if they can avoid doing so. If that research is correct, antitrust would provide less indirect structural support for anti-inflation than price transparency laws. Nor do price controls and interest rates offer such indirect support that make it more likely that direct solutions will work.

Consequently, the failure to consider the indirect ways that anti-inflation laws may operate can distort the design of the policy response. In particular, a failure to consider this criterion biases the choice away from price transparency laws. Another way of thinking about structural support is as contributing to a more comprehensive picture of the full magnitude of the policy response.

3. Administrability

Administrability refers to the feasibility of effectively implementing a policy. Anti-inflation policies would ideally not only lower prices, but do so reasonably rapidly and with some degree of confidence. At first glance, these considerations cast doubt on at least some types of market improvement laws, since many of those reforms come with the risk of failure—especially antitrust laws and poorly designed disclosure mandates.186The extent to which established interventions from one market will work in a different market is especially uncertain. Additionally, market improvement laws involve decisions by various regulators, judges, and attorneys general. The dispersed nature of that implementation creates administrability challenges. Economists studying inflation have assumed that antitrust reforms take years to affect prices.187See, e.g., David Brancaccio & Jarrett Dang, Another Cure for Inflation? Making Markets More Competitive, Marketplace (Apr. 1, 2022), https://www.marketplace.org/2022/04/01/another-cure-for-inflation-making-markets-more-competitive [https://perma.cc/XE6W-GKKP] (quoting David Brancaccio as observing that with competition policies, “we’d be talking several years before that might impact prices”). Whether those perspectives are correct is subject to debate and will be returned to shortly, but it is necessary to recognize that the general perception has been that market improvement laws are low on administrability.

In contrast, policymakers are more likely to feel confident that raising interest rates will lower inflation because this tool has been used repeatedly for that purpose in the past.188See Robert L. Hetzel, The Monetary Policy of the Federal Reserve: A History 204 (Michael D. Bordo, Marc Flandreau, Chris Meissner, François Velde & David C. Wheelock eds., 2008); Jeffery Schaff & Michele Schaff, Expert’s Corner: Municipal Bond Market Improprieties and the Potential Brutality of Investing in Bonds, 11 PIABA B.J. 56, 62 (2004) (“Alan Greenspan has repeatedly testified that the Federal Reserve is in the process of raising interest rates in an effort to stave off inflation.”). It is also institutionally straightforward to implement—requiring a single administrative agency, the Federal Reserve, to make a single decision. Strictly enforcing price caps can also immediately lower the prices that consumers pay, although this is more institutionally complicated because it mostly requires the passage of legislation.189See supra Section I.B.

While these advantages to interest rates and price caps are real, they should not be exaggerated. The political response to interest rates and price controls adds unpredictability, as backlash may ensue from their potentially devastating economic side effects. That backlash may get in the way of interest rate reductions’ ability to fully address inflation.

The direct magnitude of inflation reduced by interest rate hikes is also difficult to know in advance due to macroeconomic conditions that differ from those in previous inflationary periods.190There is also some broader controversy about how inflation interacts with interest rates. See Mishkin, supra note 47, at 213 (“[T]he apparent ability of short-term interest rates to forecast inflation in the postwar United States is spurious.”); John H. Cochrane, Do Higher Interest Rates Raise or Lower Inflation? 66 (Feb. 10, 2016) (unpublished manuscript) (on file with the University of Chicago Becker Friedman Institute), https://bfi.uchicago.edu/wp-content/uploads/fisher.pdf [https://perma.cc/JN9F-GSEG] (“A review of the empirical evidence finds very weak support for the standard theoretical view that raising interest rates lowers inflation, and much of that evidence is colored by the imposition of strong priors of that sign. I conclude that a positive reaction of inflation to interest rate changes is a possibility we, and central bankers, ought to begin to take seriously.”). Additionally, it typically takes a year before interest rates meaningfully hit inflation, with peak impact occurring at close to two years.191See, e.g., Tomas Havranek & Marek Rusnak, Transmission Lags of Monetary Policy: A Meta-Analysis, 33 Int’l J. Cent. Banking 39, 57 tbl.6 (2013) (finding an average time lag of twenty-three months for the full decrease in prices to arrive); Alvarez et al., supra note 111, at 947–49 (referencing the delayed impact). Price controls can have a more immediate impact on prices, but they are extremely difficult to administer beyond the short term, making their sustained effectiveness uncertain.192Friedman, supra note 45, at 135. Thus, the Federal Reserve’s raising of interest rates comes with considerable administrability challenges. 

Moreover, differences in administrability are difficult to compare rigorously. Some market improvement laws have been found to lower prices considerably in specific markets.193See supra Part II. They can also do so on a relatively short timeline, with one field experiment finding that consumer education campaigns lowered prices paid by about 17% to 18% within six weeks.194See Weeks et al., supra note 147, at 206 (observing that these peak savings six weeks after the unit pricing materials were sent and that the savings declined to 11% to 13% by the end of the study at 20 weeks). In the aforementioned study of the Israeli statute that required price transparency for grocery stores, the researchers found that prices had begun to decline within eight months, and the full price effects of 4% to 5% happened within two years.195Ater & Rigbi, supra note 33, at 3. For a full sense of the timeline for new legislation, it is necessary to also add the time needed to write and pass a bill, although that can happen rapidly if lawmakers feel sufficient pressure. Other avenues offer a shorter timeline for an impact on consumer prices, such as administrative agencies or attorneys general enforcing current laws more aggressively.196See infra Section III.B.2.

Antitrust faces more significant administrability challenges than price transparency laws. Even assuming that industry concentration anticompetitively contributes to high prices, it is not clear what can be done about that on a short timeframe. Breaking up large companies would be the most direct response, but breakups take years and cost billions of dollars to implement.197Van Loo, supra note 32, at 1986. As a result, even a successful breakup could increase prices in the short term and may require years to lower prices. Moreover, antitrust enforcers can only prosecute a small number of cases at any time and must act against individual firms, meaning that it could take decades to go through all the major industries and bring cases against individual companies.198See Alex Kantrowitz, ‘It’s Ridiculous.’ Underfunded FTC and DOJ Can’t Keep Fighting the Tech Giants Like This, Substack (Sept. 17, 2020), https://bigtechnology.substack.com/p/its-ridiculous-underfunded-us-regulators [https://perma.cc/V5F5-63XP] (citing former FTC policy director Justin Brookman). If economists are right that some portion of rising markups is due to arguably pro-competitive factors, the identification of targets comes with the additional risk of possibly undermining consumers’ interests. Discouraging cartels and collusion is not without its challenges, but it would not come with the same level of concerns about deterring productive behavior.199For scholars’ proposals to address this limitation, see infra Section III.B. Importantly, price-fixing enforcement could produce faster price reductions within a few months of the announcement of initiating the case.200See Stigler & Kindahl, supra note 161.

Perhaps the most straightforward market improvement reform in terms of design is the removal of existing licensing laws. Whatever law that was passed can simply be repealed. However, even repeals ideally would be implemented in a thoughtful manner to preserve any valuable consumer protections. Because most licensing laws are at the state or local level, there is a complicated legislative and judicial path to reforming such laws in a systematic manner.201Aaron Edlin and Rebecca Haw originally argued this, and the Supreme Court ultimately confirmed in part. See Edlin & Haw, supra note 82, at 1099, 1100 (proposing “competitor-dominated boards that regulate their own competition and the entry of competitors . . . be treated as private actors and subject to antitrust review unless their acts are both (1) pursuant to the state’s clearly articulated purpose to displace competition and (2) subject to active state supervision”); N.C. State Bd. Of Dental Exam’r v. F.T.C., 574 U.S. 494, 495–96 (2015) (holding that state licensing boards were not immune from antitrust laws and explaining that for a licensing board to be immune from federal antitrust law, its anticompetitive conduct must be “ ‘clearly articulated and affirmatively expressed as state policy’ ” and the policy must be “ ‘actively supervised by the state’ ” (quoting FTC v. Phoebe Putney Health Sys., Inc., 568 U.S. 216, 225 (2013))); Rebecca Haw Allensworth, Foxes at the Henhouse: Occupational Licensing Boards Up Close, 105 Cal. L. Rev. 1567, 1579 (2017) (“Since the Court’s decision in North Carolina Dental, issued in February 2015, over a dozen suits have been filed against state licensing boards alleging Sherman Act violations and arguing that the board is not subject to state action immunity.”); Daniel A. Crane, Tesla, Dealer Franchise Laws, and the Politics of Crony Capitalism, 101 Iowa L. Rev. 573, 602 (2016) (“Antitrust law . . . is unavailable because of the Parker state action doctrine, which permits states to enact even nakedly anticompetitive legislation so long as the anticompetitive policy is clearly and affirmatively expressed as state policy and actively supervised by the state.”). Legal avenues for challenging governmental licensing regimes may also exist, though they are uncertain.202Cf. Paul J. Larkin, Jr., Public Choice Theory and Occupational Licensing, 39 Harv. J.L. & Pub. Pol’y 209, 284 (2015) (“[S]ome federal courts have relied on the Equal Protection (or Due Process) Clause to hold unconstitutional state laws that unreasonably restrict access into certain professions.”).

Overall, the criterion of administrability disfavors market improvement laws as a tool for fighting inflation to varying degrees depending on the sub-category. But it is important not to exaggerate the administrability challenges of market improvement laws compared to interest rates and price caps. Once a broader view is taken on administrability, interest rate increases also entail institutional difficulties. It is also not clear why administrability should receive greater weight than other criteria, like side effects.

4. Side Effects

Before selecting an anti-inflation policy, its side effects must be closely considered. This criterion has traditionally focused only on the economic sacrifices that must be made to control inflation.203See, e.g., Robert J. Gordon, The Phillips Curve Now and Then 7 (Nat’l Bureau of Econ. Rsch., Working Paper No. 3393, 1990), https://ssrn.com/abstract=1806849 [https://perma.cc/242X-TZ5A] (discussing the use of a sacrifice ratio in analyzing inflation policies). That focus makes more sense in a world in which markets are as close to perfection as possible, since every major anti-inflation intervention would then be expected to distort markets away from the current level of near perfection. However, as detailed above, assumptions about markets being as efficient as possible are disconnected from the evidence of market failure across the economy. Moreover, the consequence of overlooking the possibility of beneficial side effects is to disfavor market improvement laws because beneficial side effects is the strongest reason to favor market improvement laws over alternatives.

As discussed above, significant interest rate hikes raise the risks of a recession and increased unemployment. Price caps come with the risk of harming efficiency and discouraging innovation.204See supra Section I.A. Space constraints do not allow for reexamining this assumption, though it merits greater attention than this brief treatment provides. In contrast, transparency laws, the removal of licensing restrictions, and antitrust move the economy toward greater efficiency, growth, and innovation.205See supra Part I.

This is not to say that market improvement laws are without negative side effects. Price transparency laws impose compliance costs on businesses. The impact of such costs must always be considered and mitigated as much as possible. However, all regulations inevitably have costs. Therefore, the existence of costs alone cannot determine whether a regulation is warranted. Those costs must be weighed against the benefits. Supplying customers with helpful information is a standard component of transacting that has long been expected in markets.206See, e.g., N. Gregory Mankiw, Principles of Economics 66–67 (6th ed. 2012) (discussing the basic function of information in markets). It is thus consistent with basic market functions to expect actors to inform the parties with whom they transact. Since inflation is economically destructive, and given the efficiency gains of consumers making more informed decisions, the costs of complying with regulations should not defeat a proposal for effective price transparency laws that would correct significant market failures.

Beyond the costs of complying with any given legal rule, there is also a risk of designing the policy intervention in a way that unintentionally harms the market. In particular, blocking a beneficial merger or breaking up an efficient company could lead to higher prices. This is where the existing research on what has worked in the past can help to prioritize and inform anti-inflation laws.207For some of this evidence, see supra Section II.B.

The removal of licensing laws comes with likely more controversial side effects than price transparency and antitrust laws. One of the risks of removing these laws is less consumer protection. To mitigate this, the reforms could replace licensing with optional certification. Consumers could then choose to pay more for the certified services if they would like, such as for hair salons or funeral services. Low-income consumers who otherwise might not be able to afford services would then still have the option of lower price points. Moreover, those lower-priced offerings would put some price pressure on the certified services.208On mitigating the harmful effects of removing occupational licensing, see Caleb R. Trotter, Exhuming the Privileges or Immunities Clause to Bury Rational-Basis Review, 60 Loy. L. Rev. 909, 958 (2014). Additionally, Yelp and other rating websites can mitigate the risk that removing licensing leads to worse quality because they can provide some reputational accountability.209Id. at 945. On the benefits and drawbacks of reputational mechanisms, see Yonathan A. Arbel, Reputation Failure: The Limits of Market Discipline in Consumer Markets, 54 Wake Forest L. Rev. 1239, 1240–46 (2019). Finally, it is worth noting that in many contexts, the consumer protection implications of removing licensing will not be significant. For example, seven years after the state legislature had delicensed funeral services, the Colorado Department of Regulatory Agencies investigated the impact on customers and found that the “[c]laims that the public in Colorado had suffered or might suffer significant detriment due to a lack of trained mortuary science practitioners . . . were unsupported.”210Off. of Pol’y, Rsch. & Regul. Reform, Colo. Dep’t of Regul. Agencies, 2007 Sunrise Review: Funeral Service Practitioners 16 (2007), https://ij.org/wp-content/uploads/2022/02/
sunrise/Colorado_2007_FuneralServicePractitioners.pdf [https://perma.cc/375T-DWQ9].

The removal of occupational licensing also has a complex mix of employment results. Removal should normally decrease wages because more people could enter the occupation, while also increasing the number of jobs, especially for low-income and immigrant workers who might not be able to access or afford the expensive training often required to satisfy licensing requirements.211See Snyder, supra note 154, at 21–22; Hugh Cassidy & Tennecia Dacass, Occupational Licensing and Immigrants, 64 J.L. & Econ. 1, 1 (2021) (finding that language and other obstacles mean that immigrants are less likely to seek out and obtain occupational licenses).

In summary, the removal of occupational licensing would improve market efficiency and expand employment, but it could lower some consumer protection and wages. The price savings to consumers, increase in aggregate wealth, and job creation make these side effects overall positive. Consequently, the removal of licensing has more appealing economic side effects than raising interest rates, which has overwhelmingly negative side effects.212See supra Section I.A. But occupational licensing improvements offer more mixed side effects than antitrust and price transparency improvements, which bring overwhelmingly positive side effects. More broadly, the anti-inflation analysis should comprehensively weigh the full positive and negative side effects in choosing anti-inflation policies.

* * *

Given that no policy is superior with respect to all four criteria, the task becomes how to balance the criteria. Two considerations will prove helpful. First, it is important not to let administrability and direct magnitude alone outweigh all other criteria. Yet that appears to be the traditional approach to inflation. To ignore indirect structural support and side effects risks missing more subtle impacts of policies on inflation and the economy.

Second, even if policymakers were to decide that administrability and magnitude were the most important criteria, it would be a mistake to discard other policy options. An anti-inflation toolkit can deploy multiple tools. That is particularly true because interest rates do not require legislative involvement and can be adjusted rapidly. Thus, legislatures and regulators can work to design and implement price transparency, antitrust, and licensing solutions while the Federal Reserve adjusts interest rates. Any portion of prices driven down by market improvement laws could later prevent some portion of interest rate increases and their side harms, while also making it more likely that some of the main structural solutions to inflation actually work.

In short, once the criteria of direct magnitude, indirect structural support, administrability, and side effects are all fully considered, policymakers would be hard-pressed to find a more promising area than market improvement laws, especially price transparency, to mobilize against inflation. Table 1 provides a summary of how these criteria might apply to various policies to offer a working hypothesis and illustrate this framework. The most important conceptual takeaway is that anti-inflation analyses have historically paid too little attention to the possibility that there are options that bring positive side effects. Regardless of the magnitude, policymakers should do as much as possible with laws offering side benefits to minimize the need to use those with side costs.

Table 1.  Level of Attractiveness for Fighting Inflation

 

Direct Magnitude

Structural Support

Admin-istrability

Side Effects

Interest rates

High

Low

High-Medium

Low

Price Controls

High

Low

Low

Low

Antitrust: Breakups

Low

Medium-Low

Low

High

Antitrust: Price-fixing

Medium

Medium-Low

Medium

High

Occupational Licensing

Medium

Low

Medium

High-Medium

Price Transparency

Medium

High-Medium

Medium

High

Notes: This table is meant to summarize parts of the discussion from this section and to illustrate how the framework might be applied, rather than to suggest a definitive account. Of course, more sustained analysis of each of these determinations would be warranted, and judgment calls in such an exercise are inevitable.

B. Integrating Market Improvement Laws into Inflation Policy

Recognizing that an area of law should become a higher priority in an inflationary period is an important conceptual step. However, deploying nontraditional anti-inflation tools poses a challenge of designing the institutional integration of market improvement laws into inflation policymaking. There are essentially two ways to go about this: creating new authority and changing the way existing authority is exercised. The most powerful method would be to create new authority. Most importantly, those developing responses to inflation—especially lawmakers—should create new legal rules. However, even without any new rules, a variety of existing actors can still have a potentially meaningful impact by changing how they exercise existing authority. The discussion that follows focuses on the subset of market laws that seem most immediately promising—price transparency laws—but situates such reforms within a more comprehensive market improvement strategy.

1. Creating New Laws

The review of the evidence above suggests that new legal rules can push prices down. Accordingly, a straightforward way to integrate market improvement laws into inflation policy would be to create legal rules that would help consumers to obtain and analyze pricing information, remove unhelpful licensing, and strengthen antitrust. It bears emphasis that state legislatures have passed many price transparency, antitrust, and licensing laws.213See supra Section II.B. Thus, meaningful legislative solutions need not wait for Congress.

In terms of institutional design, it would be suboptimal for lawmakers to take the lead on writing all such legal rules. Given legislatures’ limited expertise, as well as the general challenges of passing laws at the federal level and in many states, it would be preferable for an administrative agency to be empowered to study and enact market correction rules. The FTC is the logical choice among existing agencies. It has a Bureau of Economics that can research and study the price effects, a Bureau of Consumer Protection that understands consumer laws, and a Bureau of Competition that enforces antitrust.214See Bureaus & Offices, Fed. Trade Comm’n, https://www.ftc.gov/about-ftc/bureaus-offices [https://perma.cc/Y2WP-8KZ9]. Yet the FTC has limited rulemaking authority related to market improvement laws.215See Rohit Chopra & Samuel A.A. Levine, The Case for Resurrecting the FTC Act’s Penalty Offense Authority, 170 U. Pa. L. Rev. 71, 74–75 (2021).

Therefore, Congress should empower the FTC and other administrative agencies to write new market correction laws, even if only on a temporary basis until inflation subsides.216On the possibility of time-limited authority, see infra Section III.B.3. The highest-priority legislation, and probably the most politically viable, would be something like a Price Transparency Act. The act would focus on giving consumers—and the digital intermediaries that help them—the tools they need to easily locate the best deals. Such an act has potentially widespread intellectual appeal because it leverages what is known as “regulation for conservatives,” or behavioral interventions that would still allow businesses and consumers to do what they want, rather than prohibiting certain practices.217See Colin Camerer, Samuel Issacharoff, George Loewenstein, Ted O’Donoghue & Matthew Rabin, Regulation for Conservatives: Behavioral Economics and the Case for “Asymmetric Paternalism,” 151 U. Pa. L. Rev. 1211, 1212 (2003). Administrative agencies, such as the Consumer Financial Protection Bureau and the FTC, would then ideally study and write any new rules not specifically outlined in the statute.

To decide which of many possible market improvement laws to pursue, policymakers can apply the criteria of direct magnitude, indirect structural support, administrability, and side effects. They should prioritize those laws that have the strongest empirical support based on legislation enacted in other countries or in U.S. states. They can also ask what interventions have worked in some contexts, such as mandating price disclosures in grocery stores, that may be worth trying in other contexts, like auto dealerships.

This prioritization analysis involves not just asking what types of law are most appealing, but also which markets. In real terms, a dollar saved in gas purchases is no different from a dollar saved in dry cleaning, but they are potentially different in terms of inflation. To elaborate, consider how the price of gasoline per gallon has a disproportionate impact on people’s perceptions of inflation.218Ariel Shwayder, Inflation Expectations and Gasoline Prices 1 (July 28, 2016) (unpublished manuscript), https://papers.ssrn.com/abstract=4131600 [https://perma.cc/SLB9-9BPZ]. That is the case because gasoline prices are visible on billboards, regularly paid by much of the population, and frequently reported in the media.219See id. at 3. In reality, gasoline price-changes overall contribute little to inflation because they are a small part of overall consumer spending.220See id. at 47. Of course, energy prices overall can influence a broader array of areas of spending. However, because expectations of inflation can lead to actual inflation, pushing down gasoline prices can disproportionately help with lessening a direct cause of inflation. Consequently, if gas prices are elevated in ways that price transparency laws might address, devoting more resources to transparency rules for gas prices would disproportionately help manage perceptions of inflation when compared with the impacts of devoting similar resources to industries that have a weaker psychological connection to inflation. Other products with outsized influence on the perception of inflation, albeit to a lesser extent than gasoline, are food and clothing.221See id. Targeting these industries would be one way to implement a policy strategically designed to address the psychological side of inflation.

Space constraints do not allow for identifying each of the many specific legal rules that might be enacted, whether individually or under a broad Price Transparency Act. But the review of the literature above offers many promising concrete examples. Those include the kind of price transparency laws that have been demonstrated to work elsewhere, such as the Israeli grocery store statute aimed at digital intermediaries and the Italian Parliament’s mandate of gas price billboards.222See supra Section II.B.1.

Lawmakers should not, however, limit themselves to those laws that have already been implemented somewhere else. They can also look to promising proposals in each area of market improvement laws. In the past, legal scholars have proposed the types of laws that legislatures subsequently implemented to lower prices. For instance, before the Israeli legislature passed the grocery store disclosure law that ultimately lowered prices, Oren Bar-Gill had in other markets proposed “smart disclosures” that consumers could share with third-party intermediaries.223See, e.g., Bar-Gill & Stone, supra note 10, at 454–55 (proposing that cell phone companies make personal usage data available to the customer in machine-readable form). My subsequent proposal then built on Bar-Gill’s work to propose disclosures targeted at digital intermediaries in retail goods, more in line with the eventual Israeli legislation. See Van Loo, supra note 24, at 1387.

With the right political will, more aggressive reform would be warranted. For instance, it would be worthwhile to prohibit some specific manipulative practices, such as teaser rates for credit cards, as proposed by Ryan Bubb and Bar-Gill.224See Bar-Gill & Bubb, supra note 90, at 1001–02. Legislatures could also roll back the more unreasonable licensing regimes, as proposed by David Hyman and Shirley Svorny.225David A. Hyman & Shirley Svorny, If Professions Are Just “Cartels by Another Name,” What Should We Do About It?, 163 U. Pa. L. Rev. Online 101, 119 (2014) (“[L]egislatures should roll back the existing licensing infrastructure, either by affirmatively eliminating existing licensing boards or by sunsetting them and forcing the affected providers to periodically persuade a majority of the legislature that licensure is deserved.”).

Although antitrust may be less appealing as an anti-inflation tool, scholars have identified numerous antitrust reforms that are worth considering. Since price-fixing is one of the more attractive areas in terms of the inflation criteria, new legislation might target such practices, particularly those resulting from algorithmic coordination. One noteworthy proposal is Michal Gal’s idea of fighting companies’ algorithms with algorithms that would alert regulators to violations or help consumers exert pricing pressure on sellers.226See, e.g., Michal S. Gal, Limiting Algorithmic Coordination, 38 Berkeley Tech. L. Rev. (forthcoming 2023) (manuscript at 3, 5, 36), https://papers.ssrn.com/abstract=4063081 [https://perma.cc/
UAT9-CELV].
D. Daniel Sokol has proposed leniency programs and corporate monitors for addressing cartels, while Christopher Leslie sees the legal standard of proof as currently too difficult.227See Sokol, supra note 126, at 848; Leslie, supra note 126, at 1265. A number of other proposals have been made, including Einer Elhauge’s call for cracking down on potentially anticompetitive ownership structures, such as the same mutual funds owning large portions of competing firms.228See Elhauge, supra note 10, at 1316–17 (concluding that horizontal shareholdings’ “harmful economic effects could and should be reduced by using current antitrust law to challenge stock acquisitions that create anticompetitive horizontal shareholdings”). These examples are meant to sketch the landscape of reforms to consider, rather than to serve as endorsements of particular proposals.

Of course, the weaker the evidence supporting a proposal, the lower priority that proposal is for policymakers. Particularly with many antitrust proposals, the strongest support lies in theory, rather than empirics. For these types of proposals, it would be particularly important to study their impact after they are implemented, perhaps with a sunset provision requiring the new rule to be reexamined empirically and reauthorized based on that evidence after a certain number of years. Although there will often be uncertainty due to limits on what is known, in many of these cases, the obstacle seems to be politics rather than knowledge.229See infra Section III.C (discussing political economy constraints).

2. Exercising Existing Authority More Aggressively

Many legal actors could shift their priorities, or change their legal decisions, in ways that have the potential to bring down prices. These actors include attorneys general, administrative agencies, and judges.

Consumer law scholars have shown how a variety of regulations in all fifty states, and at the federal level, could discourage the kinds of pricing obfuscation practices outlined above. One move would be for attorneys general, private plaintiffs, and the FTC to more aggressively exercise the Unfair or Deceptive Acts and Practices (“UDAP”) authority that exists at the state and federal level.23015 U.S.C. § 45(a)(1). I and others have argued that UDAP authority would likely reach the kinds of behavioral pricing practices outlined above.231See Van Loo, supra note 24, at 1365; Lauren E. Willis, Deception by Design, 34 Harv. J.L. & Tech. 115, 178 (2020). For a historical treatment of UDAP authority, see Luke Herrine, The Folklore of Unfairness, 96 N.Y.U. L. Rev. 431, 526–28 (2021). I have previously argued that UDAP authority can likely reach practices designed to promote fair dealing, but various legal actors have retreated from exercising that authority due to industry lobbying. See Van Loo, supra note 24, at 1362. Since UDAP authority comes with doctrinal uncertainty, another possibility lies in simply devoting more energy to enforcing laws that clearly prohibit specific pricing practices. For instance, David Friedman has documented how retailers systematically fabricate a high price and then claim to discount it in order to make it look like a bargain.232David Adam Friedman, Reconsidering Fictitious Pricing, 100 Minn. L. Rev. 921, 922–23 (2016). They do this despite the fact that such practices are illegal.233See id. Attorneys general, administrative agencies, and sometimes private plaintiff-side attorneys could simply devote greater attention to an array of existing laws that promote price transparency.

Judges and enforcers also have some discretion to expand existing antitrust laws. Some existing proposals would directly target practices that have a well-documented and significant impact on high prices. As one example, to address pharmaceutical companies’ tactic of paying to delay competitive, generic entries, Scott Hemphill argued that such agreements should be “accorded a presumption of illegality as unreasonable restraints of trade.”234C. Scott Hemphill, Paying for Delay: Pharmaceutical Patent Settlement as a Regulatory Design Problem, 81 N.Y.U. L. Rev. 1553, 1615 (2006). Judges face expertise limits in determining which laws are worth expanding for inflation-fighting purposes, but in most of these instances, judges would need only devote more attention and resources to determining the microeconomic cases that would lower prices while increasing consumer welfare.

Other antitrust proposals would target anticompetitive behavior more broadly. Fiona Scott Morton and Jonathan Baker argue that online platforms violate antitrust laws when their contracts favor certain partners.235Jonathan B. Baker & Fiona Scott Morton, Antitrust Enforcement Against Platform MFNs, 127 Yale L.J. 2176, 2176 (2018) (“Antitrust enforcement against anticompetitive platform most favored nations (MFN) provisions . . .  can help protect competition in online markets.”). Tim Wu and Hemphill have called for judges to shift their thinking on firms’ “parallel exclusion” tactics, such as when Visa and Mastercard adopted rules that served to block American Express from dealing with banks.236C. Scott Hemphill & Tim Wu, Parallel Exclusion, 122 Yale L.J. 1182, 1192, 1251 (2013) (“We reject this line of cases.”); see also John B. Kirkwood, Tech Giant Exclusion, 74 Fla. L. Rev. 63, 63 (2022) (“Congress should instead amend the Sherman Act to prohibit exclusionary conduct that significantly reduces competition, whether or not it results in actual or probable monopoly power.”). Additionally, Christopher Leslie has shown that “despite the fact that direct evidence of collusion is rarely available, federal judges have made it harder to prove collusion . . . by effectively requiring direct evidence.”237Leslie, supra note 126, at 1235.

As discussed above, more structural interventions, such as breaking up large firms, may not produce price results fast enough to warrant high priority. But if antitrust enforcers credibly signal that they are willing to break up firms that engage in anticompetitive pricing, or even begin to take such actions, it is possible that the threat could immediately exert downward pressure on firms fearing they will be targeted for such enforcement actions.238Cf. Jo Seldeslachts, Joseph A. Clougherty & Pedro Pita Barros, Settle for Now but Block for Tomorrow: The Deterrence Effects of Merger Policy Tools, 52 J.L. & Econ. 607, 630 (2009) (finding a deterrence effect from blocked mergers but not settlement agreements). Additionally, whereas other interventions would have more immediate price effects, a few targeted breakups or other significant antitrust remedies in major industries might bring price relief years down the line, after faster market improvement laws had reached their limits. Breakups could thereby be part of a more sustained anti-inflation strategy based on market improvements.

To be clear, legislation would be more likely to have an immediate, sustained, and economy-wide impact on collusion and other problematic behavior than solely increased enforcement of existing authority. But progress is also possible if key legal actors, especially judges, simply update their outdated decisions in accordance with market developments and advances in economic research.239For some of the tradeoffs involved in antitrust’s slowness, see Daniel A. Crane, Rules Versus Standards in Antitrust Adjudication, 64 Wash. & Lee L. Rev. 49, 109 (2007).

It is also worth noting that in the absence of any legislative action at the state or federal level, some limited new legal rules, or at least policies, are still possible through administrative agencies. To some extent this process is already underway, with the National Economic Council and the White House pushing seventeen agencies administering some form of competition policy to exercise their full authority in matters related to pricing.240See White House Competition Council, White House, https://www.whitehouse.gov/
competition [https://perma.cc/8FCL-XWJJ]; Fact Sheet: Executive Order on Promoting Competition in the American Economy, White House (July 9, 2021), https://www.whitehouse.gov/briefing-room/
statements-releases/2021/07/09/fact-sheet-executive-order-on-promoting-competition-in-the-american-economy [https://perma.cc/5TWX-L65Q].
For example, the Federal Communications Commission voted to prohibit “sweetheart deals,” in which landlords receive payments for allowing only a single internet provider to serve a building, a practice that had significantly driven up prices for tenants.241News Release, Fed. Commc’ns Comm’n, FCC Adopts Rules to Give Tenants in Apartments and Office Buildings More Transparency, Competition and Choice for Broadband Service (Feb. 15, 2022), https://docs.fcc.gov/public/attachments/DOC-380316A1.pdf [https://perma.cc/8YFK-V25L]. Therefore, a diverse array of legal actors currently have at their fingertips the power to chip away at inflation while improving markets.

3. Encouraging Action

Legal design tools could be deployed to increase the chances that diverse legal actors overcome institutional inertia and political economy obstacles. This section briefly explores two such tools: inflation impact statements and sunset provisions.

Inflation Impact Statements. Since the contributors to prices are so dispersed, and their additions to inflation are often opaque, many of the actors who can individually play a part in addressing inflation may not feel sufficient democratic pressure to do so. Or they may fail to undertake the analysis necessary to see their potential impact on inflation because fighting inflation has not previously been an obvious component of their job. A common tool for promoting awareness and providing accountability in such situations is the impact statement.

Impact statements are currently required, among other contexts, of legislation that might have a detrimental impact on the environment.242See National Environmental Policy Act of 1969 § 102, 42 U.S.C. §§ 4321–4370e (2022). The idea in environmental law is to compel lawmakers or administrative agencies to consider the environmental impact of any new legal rules.243See id. In 1974, President Ford issued an executive order requiring administrative agencies to study and disclose the effects that their rules might have on inflation.244See Exec. Order No. 11,821, 39 Fed. Reg. 41,501 (Nov. 29, 1974). It is worth considering impact statements again today to pressure lawmakers and administrative agencies to pay greater attention to how their actions may subtly or unexpectedly influence inflation.

Inflation impact statements might also incentivize action at the state level. The federal government could publish state-level inflation reports that would summarize inflation dynamics in each state. The Bureau of Labor already collects pricing data from multiple sources in every state as part of its inflation reports and publishes some regional rates.245For one such report, see U.S. Bureau of Lab. Stat., Rep. 1046, Consumer Expenditures in 2012, at 8–9 (2014). When combined with a study of the effects of specific policies, such reports could put pressure on state-level legislators, attorneys general, and agency leaders best positioned to remove unnecessary occupational licensing laws and encourage the enforcement, or enactment, of price transparency laws. The goal of the reports would be to remove any lack of pressure state actors may feel due to their own or voters’ inadequate knowledge of how such microeconomic laws can affect inflation. Inflation impact statements could thus foster greater integration of law and macroeconomics for the benefit of society.

Sunset Inflation Laws. If lawmakers face political resistance to passing market improvement legislation, sunset provisions may help.246A recent experiment, however, suggests that sunset provisions may only increase liberal support for conservative proposals. See Kristen Underhill & Ian Ayres, Sunsets Are for Suckers: An Experimental Test of Sunset Clauses (Colum. L. and Econ., Working Paper No. 651, 2020), https://ssrn.com/abstract=3518487 [https://perma.cc/FBK4-Q4GA]. Sunset provisions ensure that laws are revoked after a certain period of time—at which point, metaphorically, the sun sets on the law. These provisions can be designed in numerous ways, but in the case of inflation-oriented sunset laws, one sensible approach could be to state in the statute that the legal rules will end once inflation reaches a moderate level for a certain duration, such as under 3% for two years. Another approach would be to simply set a certain number of years, such as ten years, after which the laws are no longer valid.

A better design would be to require an empirical assessment of the law’s effects at the end of some period of time. After a certain number of years, the new policy would be studied to determine its impact on inflation, burden on businesses, and broader influence on the economy. If it is found that the policy is ineffective, perhaps because it fails to lower prices, it would be revoked.

Sunset provisions have previously accompanied contentious price-reducing legislation. When Colorado legislators removed funeral services licensing restrictions in 1983, they were met with warnings of “significant threats to the public health, safety and welfare.”247See Off. of Pol’y, Rsch. & Regul. Reform, supra note 210, at 16. The legislature responded to those concerns by including a sunset provision in the statute, requiring a state agency to investigate the impact of the statute after several years of operation to determine whether to continue the new policy.248See Pizzola & Tabarrok, supra note 156, at 59.

Ideally, the decisions to pass and keep market improvement laws would be made based on informed studies of the laws’ impacts on markets. And if those laws are overall beneficial to society in the long term regardless of inflation levels, as would be expected from market improvement laws, then those laws should remain. However, if political compromise is necessary, then it would be preferable for market improvement laws to end with inflation rather than to not have them at all when the stakes are so high.

CONCLUSION: INFLATION AS OPPORTUNITY

Once-in-a-generation threats such as alarming inflation require a pluralistic policy response involving all parts of the government—the executive, judicial, and legislative branches at both the state and federal levels. Diverse areas of law should be considered to resolve the problem in a way that is as economically productive as possible, rather than relying on the Federal Reserve to raise interest rates out of institutional inertia. Yet the dominant analytic framework for anti-inflation law is currently an obstacle to designing such a comprehensive response.

By not connecting law and microeconomics to the macroeconomic issue of inflation, by not considering the evidence of widespread market failures, and by failing to fully consider how artificial intelligence tools interact with pricing, scholarship has contributed to an underappreciation of the potential impact of market improvement laws on price. The literature also overlooks the ways that price transparency laws can both lower prices in the short term and later provide secondary support for direct structural solutions by helping consumers find the best prices available in the marketplace once supply chains are no longer decimated. These analytic shortcomings have contributed to an inflation policy that erodes economic health and risks driving the economy toward a recession.

Fortunately, a consensus in favor of market improvement laws may be possible. The potential benefits of market improvement laws to society are undeniable and embraced across much of the political spectrum. One reason lawmakers have not always done everything they could to advance markets is that consumers are a dispersed group when compared with the concentrated interests of businesses. That political economy means sensible market improvement laws are not always passed or vigorously enforced during normal times. Instead, throughout history, the political barriers to consumer reforms have usually been overcome by shocks such as the 2008 financial crisis.249See generally Policy Shock, supra note 39. Earlier periods of high inflation were no exception, driving lawmakers to increase antitrust penalties in 1974 and enact other antitrust reforms.250See Handler, supra note 13, at 217 (calling new legislation the “first major reform of the antitrust laws in almost 20 years ”); D. Daniel Sokol, Antitrust’s “Curse of Bigness” Problem, 118 Mich. L. Rev. 1259, 1268–69 (2020) (summarizing the period’s reforms). Although the political process has since become more polarized, other bipartisan efforts are underway in a number of areas, including gun control, privacy, and antitrust, all in response to extreme concerns and events.251See e.g., Ryan Tracy, Big Tech Antitrust Bill Backers Push for Vote, Wall St. J. (July 19, 2022, 4:52 PM), https://www.wsj.com/articles/big-tech-antitrust-bill-backers-push-for-vote-1165825
8702 [https://perma.cc/WG74-RD78] (“The bill banning self-preferencing has been approved by the House committee and its Senate counterpart, with support from many Democrats and a small group of Republicans.”).
Consequently, with the threat of a deeper recession looming, it is not unrealistic to imagine inflation providing the necessary motivation to overcome the political failures that otherwise prevent beneficial market legislation.252Cf. Listokin, supra note 17, at 148 (“Law responds to pressing social problems.”).

However, policymakers should not need the threat of a recession. A more robust analytic framework for selecting anti-inflation laws would ideally push key legal actors to start with those laws that bring beneficial side effects. Indeed, since inflation tends to take years to address, different market improvement laws can be pursued simultaneously, such as using price transparency laws to help inflation within a year or two while structural antitrust interventions and occupational licensing reforms would reach prices in subsequent years. Although interest rate hikes would need to be used in parallel or shortly thereafter, those hikes can be smaller or reversed more quickly because market improvements will be simultaneously doing some of the inflation-reducing work in the background.

Indeed, even if market improvement laws fail to play a meaningful role in reducing inflation, such reforms would still prove societally beneficial. It is independently important to reverse the alarming trend of businesses in recent decades becoming more skilled at charging prices higher than justified by their costs. Investing in improving markets is particularly important in the face of evidence of a looming recession, since stronger markets can help lessen the downturn’s severity and boost the ensuing economic recovery. Thus, inflation could provide the keys to unlocking valuable legal reforms that would significantly increase total wealth in the long run. Paradoxically, in the depths of inflation may lie an uplifting economic opportunity.

96 S. Cal. L. Rev. 825

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* Professor of Law, Boston University; Affiliated Fellow, Yale Law School Information Society Project. I am indebted to Ian Ayres, Christine Desan, Louis Kaplow, Saul Levmore, Josh Macey, Adriana Robertson, David Walker, Kathy Zeiler, and to participants in the Law and Macro workshop at Wharton Business School and the Cambridge-USC Virtual Antitrust Workshop for valuable input. For formative early conversations and feedback, I am particularly grateful to Yair Listokin. Joseph Brav, Allyson Brennan, Maria Cosma, Tess Cushing, Heather Flokos, Keenan Hunt-Stone, Nicholas Massoni, Jane Murphy, and Sam Norum contributed excellent research.

Divided Agencies

Clashes between presidential appointees and civil servants are front-page news. Whether styled as a “deep state” hostile to its democratically selected political principals or as bold “resisters” countering those principals’ ultra vires proposals, accounts of civil servant opposition are legion. Move beyond headlines, however, and little is known about the impact of political divisions within agencies on their workaday functioning.

This Article presents the first comprehensive, empirical examination of the effects of intra-agency political dynamics on policymaking. Leveraging data on political preferences based on campaign donations, we identify “ideological scores” for both appointees and civil servants in dozens of agencies over thirty-four years—the first measure of the political gap between these two groups across agencies and time. We use these scores to examine how ideological divergence between appointees and civil servants affects regulatory activity.

We find that agencies with greater distance between these two groups—which we term “divided agencies”—may adopt a more cautious posture. They tend to extend the rulemaking process and allow consideration of late-filed comments. These features provide appointees with extra time to gather and digest comments from politically aligned outside experts. Divided agencies’ caution may extend to the completion of final rules, which—in some but not all models—tend to be less numerous. Remarkably, we find no evidence that divided agencies are any less successful in shepherding proposed rules to final status. That finding casts doubt on the claim that the longer rulemaking timeframes in these agencies are attributable to civil servants’ attempts to derail oppositional appointees’ initiatives. Instead, one possible interpretation is that divided agencies’ caution pays off.

These findings imply that, with agency heads oscillating between left and right based on the party in power, the generally more moderate civil service can serve as a ballast. Specifically, faced with appointees that may be responsive only to a bare electoral majority, the presence of oppositional civil servants may encourage regulatory caution and push decision-making away from the extremes—thus, paradoxically, moving policy toward the median voter.

Our findings also spotlight the critical role that the notice-and-comment process—which is often maligned as pretextual—can play in divided agencies. Generalist appointees face a principal-agent problem when crafting rules: their key source of necessary in-house expertise, civil servants, may be misaligned. In this circumstance, comments from outside allies can provide a check on civil servants’ work. That civil servants can play a promajoritarian, moderating role in divided agencies highlights the importance of preserving civil service protections—especially in today’s polarized political climate.

Introduction

Secretary of the Interior Ryan Zinke, who served during the Trump Administration, and John Morton, who helmed Immigration and Customs Enforcement (“ICE”) under President Obama, may not have much in common politically, but they do share one experience: they managed agencies in which approximately one-third of their workforce was estranged. A proponent of increasing industry access to public lands, Secretary Zinke believed he had “thirty [percent] of the crew that’s not loyal to the flag” concerning that goal.[1] He compared his situation to capturing “a prized ship at sea and only the captain”—that would be Secretary Zinke, incidentally, a former Navy SEAL—“and the first mate row over” to manage the captured crew.[2] In response, some Interior Department civil servants styled themselves “the disloyals,” printing T-shirts with that epithet.[3]

Director Morton faced a similar mutiny. After issuing a directive prioritizing deportations of people convicted of crimes and urging prosecutorial discretion in other cases,[4] the union representing nearly thirty-nine percent of ICE employees passed a no-confidence vote against Morton’s leadership.[5] That move was unprecedented.[6]

That other apostates can be found across the executive branch is unsurprising;[7] the conditions are ripe for such conflicts. Civil servants often hold differing views from appointees.[8] With only four thousand appointees atop a federal workforce of over two million[9]—many of whom hold job protections—the former group’s ability to supervise the latter will, by practical necessity, be incomplete. As political polarization grows and hardball tactics typically associated with electoral politics enter administrative agencies,[10] we expect that conflicts between appointees and civil servants will only increase.

In recent years, legal scholars have turned their attention to examining these inner workings of administrative agencies. For instance, some scholars posit that competing centers of power within agencies—civil servants and appointees, along with public participants—serve a checking function on each other’s power and thus mimic the more familiar constitutional separation of powers.[11] Others theorize about the policies produced by agencies that contain competing powers, some of which pull in majoritarian and others in countermajoritarian directions.[12]

Yet while the legislative consequences of political divisions among the branches of government are well studied,[13] relatively little empirical work analyzes the impact on policy of political divisions within agencies.[14] Empirically, political dynamics inside administrative agencies remain terra incognita in some important respects. How do agencies in which key subgroups are at loggerheads differ from agencies that are more politically cohesive? Do deeply divided agencies take longer to regulate, perhaps because of distrust or civil servant foot-dragging? Is White House review more exacting for these agencies, on the theory that White House officials are less likely to trust proposed rules emanating from ideologically divided entities? And do these agencies ultimately produce fewer rules?

This Article seeks answers to these questions. It examines how ideological differences between political appointees and civil servants affect the rulemaking process. These two groups share power within agencies, with generalist appointees relying on expert civil servants to implement the former group’s preferred policies. That division gives rise to a well-studied principal-agent problem: appointees must rely on civil servants who may have very different policy preferences and over whom appointees have limited ability to monitor or control.[15]

Faced with agents they may distrust, appointees may seek out and spend more time considering informed “second opinions” from other sources. These alternative sources of information include comments received during the notice-and-comment process, informal feedback from allies in Congress, and recommendations from advisory committees of outside experts occupying a privileged position within agencies. Indeed, public choice theorists posit that administrative structures and processes can serve just this purpose.[16]

We put this theory to the test, examining how appointees respond when their agents in the civil service hold differing views. To do so, we first develop a measure of ideological distance over time and within agencies so that we can identify divided agencies.

Existing measures are inadequate for that purpose,[17] so we create our own. We leverage a dataset on ideological preferences based on campaign donations to do so. We use these data to generate dynamic “ideal point” estimates for agency heads and civil servants in forty-seven agencies over thirty-four years—and thus, a new measure of the ideological gap between these two groups across agencies and time.[18] We then connect this measure to data concerning the rulemaking process.

Our results show that divided agencies—that is, those with ideologically opposed agency heads and civil servants—adopt a slower rulemaking posture than agencies that are more unified. Several of our findings suggest that greater caution may be at play. Once civil servants generate a proposed rule, appointees take their time. While we cannot rule out all alternative explanations, we observe that one feature of the delay is consideration of late-filed comments. Considering late-filed comments allows appointees to hear from a greater number of ideologically aligned outside groups as a check on civil servants’ work. Delay may also result from appointees spending additional time assessing those comments. In either case, slower rulemaking at divided agencies suggests that appointees may be utilizing rulemaking procedures to blunt civil servants’ informational advantages. Additionally, divided agencies may tend to issue fewer rules. That their rules are no less likely to become final, however, is perhaps evidence that their caution pays off.

This claimed cautious approach means that, whatever policy changes one desires in a first-best world, the reality of policymaking in divided agencies likely will leave one disappointed. Indeed, divided agencies are likely status quo-preserving. Whether this feature is normatively desirable turns, in part, on one’s risk aversion and the extent to which one values policy certainty.

Given that partisan polarization—and thus divided agencies—likely will persist into the foreseeable future, our findings provide a set of best practices for agencies to function as well as possible under these conditions. The policy implication that most closely follows from our findings is that officials must preserve the independence of the civil service. At a time when that independence is challenged, our findings about rulemaking suggest that civil servants comprise a moderating counterweight against more ideologically extreme appointees; thus, they serve as a bulwark against wild changes in regulatory policy. With agency leadership swinging between liberal and conservative poles, as we find, civil servants—who tend to be more moderate, albeit left of center—can pull agency policies toward the median voter. This moderation serves to improve democratic representation in agency policymaking: appointees are aligned with the Presidents who appoint them, and Presidents tend to be more ideologically extreme than the median voter. Allowing policy to swing all the way to their appointees’ preferences would therefore not reflect the public’s preferences. In contrast to common laments of employment-protected civil servants serving as a countermajoritarian force in policymaking, we show that they can serve a democratizing function in divided agencies.[19]

Further, to prevent divided agencies from descending into the gridlock and paralysis that plague other polarized institutions, appointees must have access to high-quality information from ideological allies, which we infer from divided agencies’ greater willingness to consider late-filed comments. We argue that the notice-and-comment process is well suited to transferring high-quality information to distrustful appointees. Notice-and-comment also may discourage civil servants, aware that their work will be “checked” by outsiders, from straying too far from their principals’ goals. Additional measures to inject diverse outside sources of information into agency decision-making could further enhance agencies’ ability to function, even in a challenging partisan climate within their walls—though they would increase resource costs associated with rulemaking.

This Article proceeds in four parts. Part I situates our study in twin literatures: empirical scholarship examining extra-agency influences on regulatory dynamics and descriptive and positive work concerning intra-agency dynamics. Part II presents our theory and expectations concerning the effects of appointee-civil servant preference divergence on regulatory processes and outputs. In Part III, we describe our research design, including our creation of an original dataset identifying appointees’ and civil servants’ political ideologies across agencies and time, and we present our analysis. Part IV discusses normative implications and offers policy prescriptions.

          [1].      Evan Osnos, Trump vs. the “Deep State, New Yorker (May 14, 2018), https://
http://www.newyorker.com/magazine/2018/05/21/trump-vs-the-deep-state [https://perma.cc/9862-ZBGM].

          [2].      Matthew Daly, Interior Chief’s Loyalty Comments Draw Widespread Criticism, Associated Press (Sept. 26, 2017), https://apnews.com/article/8c3ae77664f44159823903b3add31e65 [https://
perma.cc/AN4H-W8N6].

          [3].      Osnos, supra note 1.

          [4].      Memorandum from John Morton, Dir., U.S. Immigr. & Customs Enf’t, to All Field Off. Dirs., All Special Agents in Charge, & All Chief Couns., U.S. Immigr. & Customs Enf’t (June 17, 2011), https://
http://www.ice.gov/doclib/foia/prosecutorial-discretion/certain-victims-witnesses-plaintiffs.pdf [https://perma.
cc/JM2G-ZSVX].

          [5].      Ted Hesson, 7 Numbers that Tell the Story of an Immigration Boss’s Tenure, ABC News (June 17, 2013, 12:34 PM), https://abcnews.go.com/ABC_Univision/Politics/ice-director-john-mortons-
tenure-numbers/story?id=19422159 [https://perma.cc/W37D-R4QM]; see also Julia Preston, Single-Minded Mission to Block an Immigration Bill, N.Y. Times (June 1, 2013), https://www.nytimes
.com/2013/06/02/us/for-chris-crane-a-quest-to-block-an-immigration-bill.html [https://perma.cc/2ZLK-
TXUC] (providing figures used to calculate the union’s share of ICE’s workforce).

          [6].      Preston, supra note 5.

          [7].      See Osnos, supra note 1 (providing other examples).

          [8].      See infra Part III.

          [9].      Fiona Hill, Public Service and the Federal Government, Brookings (May 27, 2020), https://
http://www.brookings.edu/policy2020/votervital/public-service-and-the-federal-government [https://perma.cc/
JRK2-QYRM] (reporting the size of the federal nonmilitary, nonpostal workforce and the approximate number of political appointees).

        [10].      See Brian D. Feinstein & M. Todd Henderson, Congress’s Commissioners: Former Hill Staffers at the S.E.C. and Other Independent Regulatory Commissions, 38 Yale J. on Regul. 175, 223, 226 (2021) (documenting these developments).

        [11].      See Jon D. Michaels, Of Constitutional Custodians and Regulatory Rivals: An Account of the Old and New Separation of Powers, 91 N.Y.U. L. Rev. 227, 238–39 (2016); Gillian E. Metzger, The Interdependent Relationship Between Internal and External Separation of Powers, 59 Emory L.J. 423, 425 (2009); Neal Kumar Katyal, Internal Separation of Powers: Checking Today’s Most Dangerous Branch from Within, 115 Yale L.J. 2314, 2346 (2006).

        [12].      See Matthew C. Stephenson, Optimal Political Control of the Bureaucracy, 107 Mich. L. Rev. 53, 72 (2008).

        [13].      See generally Daryl J. Levinson & Richard H. Pildes, Separation of Parties, Not Powers, 119 Harv. L. Rev. 2311 (2006); Gary W. Cox & Mathew D. McCubbins, Setting the Agenda: Responsible Party Government in the U.S. House of Representatives (2005); John J. Coleman, Unified Government, Divided Government, and Party Responsiveness, 93 Am. Pol. Sci. Rev. 821 (1999); David R. Mayhew, Divided We Govern: Party Control, Lawmaking, and Investigations, 1946–2002 (2d ed. 2005).

        [14].      But see generally Rachel Augustine Potter, Bending the Rules: Procedural Politicking in the Bureaucracy (2019); Rachel Augustine Potter, Slow-Rolling, Fast-Tracking, and the Pace of Bureaucratic Decisions in Rulemaking, 79 J. Pol. 841 (2017) [hereinafter Potter, Slow-Rolling, Fast-Tracking]; Anne Joseph O’Connell, Political Cycles of Rulemaking: An Empirical Portrait of the Modern Administrative State, 94 Va. L. Rev. 889 (2008); George A. Krause, A Two-Way Street: The Institutional Dynamics of the Modern Administrative State (1999).

        [15].      See Mathew D. McCubbins, Roger G. Noll & Barry R. Weingast, Administrative Procedures as Instruments of Political Control, 3 J.L. Econ. & Org. 243, 243–44 (1987) (outlining this principal-agent problem).

        [16].      See, e.g., id. at 255 (“[P]olitical principals in both branches of government suffer an informational disadvantage with respect to the bureaucracy. . . . [M]any of the provisions of the Administrative Procedures [sic] Act solve this asymmetric information problem.”).

        [17].      For instance, measures based solely on the ideology of the appointing President fail to capture ideological differences in consecutive agency heads appointed by the same President. In other words, they do not capture enough variation over time. Other measures only occur sporadically in time.

        [18].      The included executive agencies are the Departments of Agriculture, Commerce, Defense, Education, Energy, Health and Human Services, Homeland Security, Housing and Urban Development, Interior, Justice, Labor, State, Transportation, Treasury, and Veterans Affairs (operating as the Veterans Administration until 1989); Environmental Protection Agency; and Small Business Administration. The included independent agencies are the Agency for International Development, Civil Aeronautics Board (until its dissolution in 1985), Commodity Futures Trading Commission, Equal Employment Opportunity Commission, Farm Credit Administration, Federal Communications Commission, Federal Deposit Insurance Corporation, Federal Emergency Management Agency (until its subordination to the Department of Homeland Security in 2003), Federal Energy Regulatory Commission, Federal Housing Finance Agency, Federal Housing Finance Board (until its dissolution in 2009), Federal Labor Relations Authority, Federal Maritime Commission, Federal Reserve Board, Federal Trade Commission, General Services Administration, Interstate Commerce Commission (until its dissolution in 1996), National Aeronautics and Space Administration, National Archives and Records Administration, National Credit Union Administration, National Transportation Safety Board, Nuclear Regulatory Commission, Office of Federal Housing Enterprise Oversight (until its dissolution in 2009), Office of Personnel Management, Pension Benefit Guaranty Corporation, Securities and Exchange Commission, Social Security Administration, Surface Transportation Board, and U.S. Postal Service. Also, the Internal Revenue Service, although part of the Treasury Department, is included as a separate agency.

        [19].      See Stephenson, supra note 12, at 72 (presenting a positive theory of this dynamic).

           *      Assistant Professor of Legal Studies and Business Ethics, the Wharton School of the University of Pennsylvania.

           †      Professor of Law, Political Science and Public Policy, University of Southern California Gould School of Law. We thank Adam Bonica, Devin Judge-Lord, and Rachel Potter for data, and Ming Hsu Chen, John Harrison, Erin Hartman, Kathryn Kovacs, Jeff Lubbers, Neysun Mahboubi, Jennifer Mascott, John McGinnis, Jon Michaels, David Noll, Anne Joseph O’Connell, Richard Pierce, Zach Price, Michael Rappaport, Noah Rosenblum, Amy Semet, Bijal Shah, Kevin Stack, Matthew Stephenson, Chris Walker, Dan Walters, Adam White, and participants at the Presidential Administration in a Polarized Era conference at the C. Boyden Gray Center for the Study of the Administrative State for helpful comments. The authors also gratefully acknowledge the Gray Center’s financial support of this research. 

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Divided Agencies

Clashes between presidential appointees and civil servants are front-page news. Whether styled as a “deep state” hostile to its democratically

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The Modern American Law of Race by David E. Bernstein

Article | Anti-discrimination Law
The Modern American Law of Race
by David E. Bernstein*

From Vol. 94, No. 2
94 S. Cal. L. Rev. 171 (2021)

Keywords: Anti-discrimination Law, Public Policy

 

Most Americans believe that a person’s ethnic or racial identity is currently a matter of self-identification in the United States, but that is not entirely true. Government agencies and courts have established rules for what makes someone African American, Asian, Hispanic, Native American, or white, and for how one proves that one meets the relevant criteria.1 One can get a sense of the scope of these rules by considering how authorities would resolve some recent public controversies over individuals’ racial and ethnic identities.

For example, is golf star Tiger Woods, who calls himself “Cablinasian,” legally classified as Asian based on his predominant ethnic origin,2 African American based on his appearance and the principle of hypo-descent,3 or something else? Until 2019, in Washington State, a government employee would have determined Woods’ ethnic status by looking at his picture.4 Under federal law, Woods could claim Asian American or African American status based on his partial Asian and African ancestry, but he would need to affirm that he holds himself out as a member of the group.5 Whether identifying as “Cablinasian” counts as holding oneself out as Black or Asian is not clear. To successfully claim Native American status based on his Native American great-grandparent, Woods would generally need to show membership in a federally recognized tribe.6 There is, of course, no official Cablinasian category, nor could Woods claim a Thai or Chinese identity separate from the general Asian category.

Is George Zimmerman, charged with murder—and ultimately acquitted by a jury—in the controversial shooting of Trayvon Martin, best described as Hispanic, half-Hispanic, mixed-race, white Hispanic, or something else?7 With a Peruvian mother, assuming he self-identifies as Hispanic, Zimmerman likely qualifies as Hispanic under every extant relevant federal and state law, unless, perhaps, his mother’s ancestors immigrated to Peru from a non-Spanish-speaking country.8 Some government agencies might also question Zimmerman’s Hispanic-ness based on his German-sounding last name and his (arguably) white appearance;9 some agencies would require him to present affirmative evidence that he considers himself, and is considered by others, to be Hispanic.10

Whether Zimmerman could successfully claim African American status based on his mother’s purported partial African ancestry is less clear.11 Federal law suggests that any amount of African ancestry is sufficient to qualify someone as African American,12 but there is recent judicial precedent to the contrary.13 Some states rely on the National Minority Supplier Development Council (“NMSDC”) for racial and ethnic classification, and the NMSDC requires that a person be one-quarter African American to claim that status.14 Federal agencies would likely accept Zimmerman’s claim of African American status based on an affidavit from him, though he would have to affirm that he holds himself out as African American.15 The NMSDC would demand documentation, such as a driver’s license or birth certificate, listing Zimmerman’s race as African American.16 California, meanwhile, would require birth certificates specifying race from either Zimmerman, his parents, or his grandparents, or three letters from certified ethnic organizations attesting to Zimmerman’s group membership.17 There is no official mixed-race status to claim in any jurisdiction, though the Department of Education now has a category in its statistics for children whose parents say the children belong in two or more racial categories.

Was former NAACP official Rachel Dolezal, the offspring of two parents of European origin, pretending to be Black by identifying as an African American woman? Or was it acceptable for her to adopt an African American identity, given that race is a socially constructed concept and she sincerely adopted an African American identity?18 Under federal and the vast majority of state laws, Dolezal’s lack of African ancestry means that she would be classified as white.19 In Massachusetts, however, the fact that she held herself out as a Black woman and others treated her as such would allow her to classify herself as Black in some contexts.20

Was Senator Elizabeth Warren justified in identifying herself as Native American based on family lore that she has Native American ancestry,21 or was she engaging in “ethnic fraud”?22 Under federal law, Warren’s lack of membership in a recognized tribe means that she is not Native American for most purposes.23 Warren also likely does not come within the definition of “Indian” in statutes that don’t require tribal membership.24 For statistical purposes, including for enforcement of antidiscrimination legislation, the government includes individuals with Native American ancestry who “maintain[] cultural identification through . . . community recognition.”25 In some states, family lore plus self-identification is likely enough for the government to recognize someone as Native American.26

Some of Vice President Kamala Harris’s political opponents have questioned her Black identity. 27 Harris, the child of an Indian immigrant mother and a father of mixed-race heritage from Jamaica, has identified as Black her entire adult life (including attending a historically Black university, Howard University), is identified by others as such, and has African ancestry.28 Given those facts, legal authorities throughout the United States would recognize her as Black and/or African American.

The controversies discussed above were debated in the court of public opinion; no courts or regulatory bodies were asked to rule on the ethnic or racial identity of any of these individuals. Most Americans undoubtedly prefer it that way, understandably tending to blanch at the idea of having the government, at any level, dictate the boundaries of ethnic identity.29 Such determinations are reminiscent not only of Nazi Germany’s and South Africa’s racial obsessions,30 but of America’s sordid past.31 Not long ago, Southern states divided mixed-race individuals into categories such as “octoroons” and “quadroons” to determine whether they were “white” or “colored” by law.32 The U.S. government, meanwhile, engaged in pseudoscience and pseudo-anthropology to determine which people from Asia counted as “Asians” and were thus not legally eligible to immigrate to the United States or become naturalized citizens, and which people from Asia were sufficiently “white” or “Caucasian” to be classified as such.33

Despite Americans’ understandable modern squeamishness at official racial categorization, racial and ethnic classifications are ubiquitous in American life. Applying for a job, a mortgage, university admission, citizenship, government contracts, and much more involves checking a box stating whether one is white, Hispanic, Asian, African American, or Native American, among other extant classifications. 34

Those seeking information about individuals’ ethnicity typically rely on self-identification and voluntary compliance with general norms regarding such identification.35 As noted, however, legal rules dictate whether someone may claim “minority” status in some contexts. This should not be surprising, given that concrete benefits sometimes accompany one’s identification as a member of a racial or ethnic minority group. In the past, given Jim Crow laws, immigration and naturalization restrictions, and other forms of de jure and de facto race discrimination, it was generally considered beneficial to claim a white identity. Today, while invidious discrimination still presents impediments to minorities, claiming a non-white identity can make one eligible for affirmative action preferences.36 While university affirmative action policies receive far more public attention, there is a strong incentive to claim minority status to be eligible for racial and ethnic preferences that influence the award of hundreds of billions of dollars annually in government contracts.37

This Article addresses two distinct but related issues. This Article first discusses the categories that federal and state governments use to define the “official” racial and ethnic minorities in the United States for data gathering, civil rights enforcement, and affirmative action purposes; the boundaries of those categories; and how those categories came to be. The second issue addressed by this Article is what evidence individuals must provide to demonstrate membership in these categories, and how modern courts and agencies have adjudicated questions of racial or ethnic identity when an individual’s claim to minority status has been contested.

Most Americans take the categories of “African American,” “Native American,” “Asian American,” and “Hispanic” for granted.38 Yet there is no inherent logic to using these categories, nor to their precise scope,39 and the same, for that matter, is true of the category “[w]hite.”40 As a federal judge has pointed out, the categories are not consistent with one another: “one group [African Americans] is defined by race, another [Hispanics] by culture, another [Asians] by country of origin and another [Native Americans] by blood.”41

The Hispanic category generally includes everyone from Spanish immigrants (including people whose first language is Basque or Catalan, but not Spanish) to Cuban Americans of mixed European extraction to Puerto Ricans of mixed African, European, and indigenous heritage to individuals fully descended from indigenous Mexicans.42 Members of the disparate groups that fall into the “Hispanic” or “Latino” category often self-identify as white,43 often feel more connected to the general white population than to other Spanish-language national-origin groups, and sometimes diverge from members of other Hispanic demographic groups in political outlook as much or more than from the general white population.44 Moreover, “census data show substantial differences in levels of income and educational attainment among the national origin groups in which data about ‘Hispanics’ are usually classified.”45 Not all Hispanics, meanwhile, consider themselves to be part of a minority group, and “some who claim minority status for themselves would reject [that status] for . . . others” (for example, they might “reject it for well-educated professionals who immigrate from South American countries” and who are considered white in their home countries).46 People of Portuguese or Brazilian ancestry, who are not of Spanish culture or origin, are nevertheless sometimes defined as Hispanic by legislative or administrative fiat.

The Asian American category includes people descended from wildly disparate national groups,47 who have dissimilar physical features, practice different religions,48 speak different languages, vary dramatically in culture,49 and sometimes have long histories of conflict with one another.50 Various subgroups of Asian Americans have differing levels of average socioeconomic success in the United States51—Indian Americans, for example, on average have significantly higher-than-average incomes and levels of education, while on average the incomes of Hmong and Burmese Americans are well-below the American mean.52 Korean Americans have the highest rate of business formation for any ethnic group in the United States, while Laotians have the lowest.53 The Asian category meanwhile excludes people from the Western part of Asia, such as Muslim Americans of Yemeni origin, who may face discrimination based on skin color (often dark), religion, and Arab ethnicity.54 Only a minority of people in the Asian category identify with the “Asian” or “Asian American” labels.55

Under most federal rules,56 the Native American category includes someone of remote Indian ancestry who has inherited tribal membership, while excluding some people with much closer genetic and cultural connections to the Native American community who are not tribal members.57 The question of whether the category of African American should sometimes be limited to descendants of American slaves or include African and Caribbean immigrants and their descendants is increasingly debated, as is the question of whether multi-racial individuals with a non- Black-identified parent should be included in the African American category.58

Classification rules generally were not made by Congress or state legislatures, where they would have been subject to public discussion and debate, but by administrative agencies. These agencies have used their authority to determine which groups are covered by classification rules, as well as how to prove membership in those groups. The modern history of racial and ethnic categorization by the government is therefore an example of, among other things, administrative constitutionalism,59 with the bureaucracy creating important baseline rules for society with little input from elected officials and negligible public debate.

Part I of this Article addresses the origins and development of modern racial categorizations in the United States. These categories arose from categories used for federal antidiscrimination enforcement and affirmative action policies. The federal government has never provided a coherent or comprehensive explanation for why some minorities are deemed to be “official” minority groups and others are not, or for why the various categories have the precise, and often seemingly arbitrary, boundaries that they do.

As documented in Part I of this Article, the scope and contours of official minority status have arisen from a combination of groups being deemed analogous to African Americans in facing race discrimination; bureaucratic inertia; lobbying campaigns; political calculations by government officials; a failure to anticipate future immigration patterns; and happenstance. It was far from inevitable, for example, that Americans with ancestry in the Indian subcontinent or the Iberian peninsula would gain official minority status, but that Arab, Greek, Iranian, Italian, Jewish, and Polish Americans would not.

Part II discusses state variations on the scope of the standard ethnic categories, in particular in the states’ Minority Business Enterprise (“MBE”) programs. Federal law requires states that accept federal transportation funds—that is, all states—to have rules for certifying firms owned by members of designated minority groups as MBEs. MBEs are eligible for presumptive status as Disadvantaged Business Enterprises (“DBEs”) for federally funded contracts. States are permitted to use federal standards for this purpose, but may also create and enforce their own standards, both for participation in federally funded projects and for state purposes. Various states’ rules diverge from federal law in determining who is deemed African American, Asian, Hispanic, or Native American. For example, unlike under federal law, some states exclude persons with Portuguese and Spanish ancestry from the Hispanic category. Other states delegate authority to the

NMSDC to use its own idiosyncratic standards to certify minority status.

This Article next turns to the question of what evidence individuals must provide to demonstrate membership in these categories. Conventional wisdom is that these categories are a matter of self-definition based on informal norms. For federal purposes, this is largely true. Most federal programs require only a signed affidavit attesting that the petitioner for minority status is a member of the claimed group and holds himself or herself out as such.60

States, however, often require documentation before granting minority status. This documentation requirement can be met by providing an official document listing one’s race, providing letters of support from ethnic organizations, or relying on certification by the NMSDC. Part III of this Article discusses the evidence various states demand to support a claim that a petitioner is a member of a designated group.

Perhaps surprisingly, challenges to the under- or overinclusiveness of a governmental definition of the scope of particular racial or ethnic categories are rare. Part IV of this Article discusses the only four such cases this author found. In the first case, the Eleventh Circuit Court of Appeals held that, judged by the rational basis standard, a city’s Hispanic category was neither over- nor underinclusive for equal protection purposes.61 In the second case, the Second Circuit, also applying the rational basis test, held that it was not unconstitutionally arbitrary for New York State to exclude companies owned by people from Spain from its Hispanic MBE category, even though the federal government includes such companies.62 In the third case, the Seventh Circuit held that it was unconstitutionally overinclusive to include immigrants from Spain and Portugal and their descendants in the Hispanic category in Cook County, Illinois’ MBE Program.63 In the fourth case, the Sixth Circuit held that Ohio’s MBE law was both overinclusive in including groups that had not been victims of longstanding discrimination in Ohio, and underinclusive in not including groups that had been.64

Conventional wisdom is that there has been only one case in which an individual’s claim to minority status has been adjudicated in an affirmative action context. The case involved white firefighter brothers named Malone who claimed African American status based on dubious evidence that they had an African American great-grandmother.65 It turns out, however, that the Malone case is the tip of a (small) iceberg.

Part V of this Article reviews cases in which the minority status of a petitioner seeking MBE status for his or her company has been adjudicated. Most of the cases discussed in Part V involve the question of Hispanic status, the boundaries of which have proved especially vexing to administrators and courts. Part VI of this Article turns from racial categorization in the MBE context to adjudication of claims of minority status by individuals seeking to benefit from affirmative action in employment.66

Part VII of this Article notes the existence of laws governing racial identity that are beyond the scope of this Article, in particular laws defining whom the federal government classifies as being an “Indian.”

This Article concludes by noting that laws dictating ethnic and racial categories were designed primarily to assist African Americans overcome the legacy of slavery, Jim Crow, and discrimination. As the United States has become more demographically diverse, however, African Americans are now a shrinking minority of those officially classified as members of racial and ethnic minority groups.67 Given high rates of interracial marriage among other minority groups68 and the reality that mixed-race and mixed-ethnicity individuals can check whichever box most benefits them in a given circumstance, the percentage of non-African American individuals eligible for minority status for affirmative action purposes will continue to grow, putting increasing strains on the current method of categorization. The Conclusion suggests several ways to handle these strains.

*. University Professor, Antonin Scalia Law School, and Executive Director, Liberty & Law Center; B.A. 1988, Brandeis University; J.D. 1991, Yale Law School. For their comments, suggestions, and research leads, the author thanks Charles Barzun, Roger Clegg, Jonathan Bean, George La Noue, Peter Schuck, Michael Rosman, John Skrentny, and John Sullivan. The author benefited from feedback received at faculty workshops at the Antonin Scalia Law School and Northwestern University School of Law. Emily Yu provided excellent research assistance.

 

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Age Diversity by Alexander A. Boni-Saenz

Article | Anti-Discrimination Law
Age Diversity
by Alexander A. Boni-Saenz*

From Vol. 94, No. 2
94 S. Cal. L. Rev. 303 (2021)

Keywords: Anti-Discrimination Law, Diversity, Civil Rights Law, Public Policy

 

This Article is the first to examine age diversity in the legal literature, mapping out its descriptive, normative, and legal dimensions. Age diversity is a plural concept, as heterogeneity of age can take many forms in various human institutions. Likewise, the normative rationales for these assorted age diversities are rooted in distinct theoretical foundations, making the case for or against age diversity contextual rather than universal. A host of legal rules play a significant role in regulating age diversity, influencing the presence of different generations in the workplace, judiciary, and Congress. Better understanding the nature and consequences of age diversity allows us to recognize the unique set of costs and benefits it entails and enriches our understanding of other forms of difference. Further, examining the law with an age diversity lens highlights fruitful avenues for legal reform in fields as varied as immigration law, employment law, and the law of juries. In an era of increased intergenerational tension and a rapidly aging population, the time is ripe to evaluate age diversity and the law’s role in shaping it.

* Associate Professor of Law, Chicago-Kent College of Law. abonisae@kentlaw.edu. For helpful questions and comments, I would like to thank Lori Andrews, Susan Appleton, Kathy Baker, Felice Batlan, Naomi Cahn, Sungjoon Cho, Adrienne Davis, Graeme Dinwoodie, Danielle D’Onfro, Dan Epps, John Inazu, Andrew Ingram, Peter Joy, Pauline Kim, Hal Krent, Michelle Layser, Ron Levin, Marty Malin, Nancy Marder, Nancy Morrow-Howell, Greg Reilly, César Rosado, Mark Rosen, Rachel Sachs, Chris Schmidt, Carolyn Shapiro, Peggie Smith, Noah Smith-Drelich, Brian Tamanaha, Karen Tokarz, Andrew Tuch, Deb Widiss, the editors at Southern California Law Review, and workshop participants at the American Association of Law Schools Annual Meeting, Chicago-Kent, the Chicagoland Junior Scholars Conference, and Washington University in St. Louis, where I presented earlier versions of this Article. For valuable research assistance, I would like to thank Jessica Arencibia.

 

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Genetically Edited Sperm: An Ethical Analysis of the Potential for Modified Humans by Avery Nelson

Note | Healthcare & Life Sciences Law
Genetically Edited Sperm: An Ethical Analysis of the Potential for Modified Humans
by Avery Nelson*

From Vol. 94, No. 1
94 S. Cal. L. Rev. 139 (2020)

Keywords: Healthcare & Life Sciences Law, Biotechnology, Public Policy

 

People have been striving for human “perfection” for as long as human civilization has existed, sometimes with questionable and even catastrophic results.1 The idea of perfecting the human population led to eugenics, the nineteenth and early twentieth-century philosophical movement to “breed better people.”2 Eugenics ultimately laid the framework for forced sterilization laws in a number of countries, including the United States, where lawmakers prohibited certain people from procreating.3 As appalling as forced sterilization was, eugenics took an even darker turn leading up to and during World War II when Nazi Germany murdered millions in the name of creating a superior Aryan race.4 Adolf Hitler did not come up with the concept of genetic purity on his own.5 “In fact, [Hitler] referred to American eugenics in his 1934 book, Mein Kampf.”6 Although eugenics lost momentum after these atrocities,7 the idea of human enhancement has continued. Today, scientific advancements in gene-editing technology offer a new take on human modification.

Gene editing is a group of technologies that enable scientists to change an individual’s DNA.8 Genetic material can be added, removed, or altered at particular locations in the genome.9 One such gene-editing technique is the revolutionary technology called CRISPR-Cas9, short for “clustered regularly interspaced short palindromic repeats” and CRISPR-associated protein 9,10 which was discovered in 2012.11 In 2013, groups of scientists led by Feng Zhang and George Church used CRISPR to edit human cell cultures for the first time.12 By 2015, Chinese scientist Puping Liang used CRISPR to edit the genes in human tripronuclear zygotes.13 CRISPR has generated much excitement in the scientific community because it is faster and cheaper, as well as more accurate and more efficient than any other existing method to genetically alter DNA.14 This is of particular interest in the prevention and treatment of diseases, because CRISPR has the potential to correct mutations associated with single-gene diseases such as cystic fibrosis, sickle-cell anemia, and hemophilia, as well as complex diseases such as cancer, heart disease, and HIV infection.15

However, CRISPR has rekindled debates about the numerous social, ethical, and policy concerns of genetic manipulation.16 These concerns become even more complicated with germline gene editing, which results in changes in sperm, eggs, or embryos that will be passed on to the next generation.17 Critics of germline editing worry about the potential for “designer babies,” children whose traits, including eye color, height, and even athletic ability, are modified by gene editors at the request of their parent-consumers.18 Genetically modified babies remained speculative until November 2018, when Chinese scientist Dr. He Jankui announced that he had created the world’s first “CRISPR babies,” twin girls named Lulu and Nana.19

To conduct his experiment, Dr. He recruited couples in which the men had HIV infection and the women did not.20 After creating embryos by fertilizing the eggs with the sperm, Dr. He used CRISPR to edit the embryos and disable a gene that helps HIV enter healthy cells, for the purpose of giving the twin girls resistance to HIV.21 Notably, however, “Dr. He admitted that the edit was not successful in one of the embryos, and it is unclear whether it was completely or even partially successful in the other.”22 Dr. He’s experiment generated an outpouring of criticism and hand-wringing from scientists and bioethicists around the world, who labeled him a “rogue” scientist23 whose unethical experiment was “amateurish” and “unconscionable.”24 The safety risks and long-term effects of Dr. He’s experiment will remain a mystery for years to come, meaning the twins will likely be studied for the rest of their lives.25 Although Lulu and Nana brought bioethical considerations of gene editing to the forefront, researchers are still striving to advance CRISPR technology, with one of the most recent developments occurring right now in New York City.26

Currently, reproductive biologists at Weill Cornell Medicine are making the first attempt at genetically editing the DNA in human sperm using CRISPR.27 The controversial research is aimed at preventing genetic disorders that are passed down from men, including certain forms of male infertility.28 The researchers are beginning with a gene that increases the risk of breast, ovarian, prostate and other cancers.29 Because DNA is packed very tightly inside the head of each sperm, it is difficult to insert the microscopic CRISPR tool.30 To overcome this challenge, the Cornell scientists electrically shock the sperm with the goal that the shock will cause the cells to loosen up for a moment so that CRISPR can get inside.31 June Wang, a lab technician conducting the experiments at Cornell, admits that “[i]t’s kind of a weird concept” but states that “it works pretty well.”32

Although the experiments are still underway and are not yet successful, the research raises many of the same hopes—and fears—as editing the genes in human embryos.33 Nevertheless, the researchers defend their work.34 Gianpiero Palermo, who runs the lab where the experiment is being conducted, states, “I think it’s important from the scientific point of view to investigate in an ethical manner to be able to learn if it’s possible.”35 Palermo went on to say, “If we can wipe out a particular gene, it would be incredible.”36 However, Françoise Baylis, a bioethicist at Dalhousie University in Canada who is advising the World Health Organization, expresses the view that editing DNA in sperm raises the same troubling questions as editing DNA in embryos.37 In addition to safety concerns for resulting babies and future generations in the event that the genetically edited sperm is used, there are profound ethical and social concerns about conducting the research in the first place.38 As bioethicist Ben Hurlbut put it,

There’s reason to worry about undertaking the research before we’ve asked the question properly whether we would ever actually want to use those techniques . . . . Once those techniques are developed, it becomes much harder to govern them. If you’ve done the hard work of developing the recipe, someone else can bake the cake.39

The willingness of researchers to develop human uses of CRISPR demonstrates the pressing need to regulate such advancements and, in particular, its possible use to genetically edit human sperm. Part I of this Note will provide a scientific background necessary to understand genetically edited sperm, including a brief history of relevant scientific advancements, a discussion of CRISPR-Cas9 technology, and an explanation of somatic cells and germline cells. Part II will analyze various ethical considerations regarding editing human sperm, including safety concerns, informed consent issues, the debate between treatment and enhancement, and the potential for new forms of social inequality. Part III will discuss the most applicable regulations in the United States under the Food and Drug Administration and National Institutes of Health, and ultimately conclude that as it stands, the law is unprepared for the development of genetically edited sperm. Part IV will propose a resolution to address these concerns, including a federal licensing regime, a call for public engagement, and regulations to mitigate equality and accessibility concerns if sperm editing is commercialized.

* Senior Editor, Southern California Law Review, Volume 94; J.D. Candidate 2021, University of Southern California Gould School of Law; B.S. Finance 2017, University of Florida. I thank my family, friends, and the fantastic editors of the Southern California Law Review for their support and guidance throughout the publication process.

 

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