Posts Tagged ‘trade’

Biggest Losers From Houthi Attacks? Not Israel And America

Wednesday, December 20th, 2023

It’s hard to report on Houthi rebels telling U.S. armed forces to “bring it on” and keep a straight face. It’s like Steve Urkel declaring he’s going to kick Mike Tyson’s ass, or Bambi vs. Godzilla.

I mean, their video features a Northrup F-5, a plane introduced to service in 1964 and last manufactured in 1987. It would be very, very unlikely to defeat an F-15, much less an F-35, which would probably splash it from 50 miles away with an AIM-120 and be back in time for breakfast.

I’m a bottomless well of Skiffy pop culture references.

And the rest of their air force (or what little of it survives after Saudi air strikes) is old (and probably ill-maintained) Soviet crap of the type that got smoked by F-15s during Desert Storm more than 30 years ago.

Beyond that, the Houthis probably only have the shitty drones Iran sells to Russia, and the even shittier rockets they give to Hamas, and neither of those will get the job done, either.

So: Yeah.

So instead of the laughable idea of direct Houthi-U.S. military confrontation, let’s turn to Peter Zeihan (yeah, him again) to talk about who the biggest losers are in the Houthi attacks on Red Sea shipping. (Hint: It’s not the U.S., or Israel.)

  • “Militants in Yemen are launching a combination of low-grade ballistic missiles and drones at commercial shipping in the Red Sea. And that’s led the 10 major shipping companies of the world to basically suspend operations in that area, and either tell their ships to wait [until] the threat passes, or simply sail around the Red Sea completely, which means going all the way around Africa for the Asia-Europe run.”
  • “Here we have basically a bunch of drug-adled militants, some of the world’s least competent ones, operating from some of the world’s least valuable land in Yemen, probably at the instigation of the Iranians who are their primary supporter, because this is a little conflict that is a needle in the side of Saudi Arabia cost them very little.”
  • “This is is not a formal shutting down of trade, this is more of a heavy annoyance.”
  • It’s not the danger of being sunk deterring traffic, it’s the dangerous of losing insurance for going into a zone of conflict.
  • Who’s hurt worst by all this? First, China. “Roughly 30% of all global containerized traffic [goes through Suez], and the biggest single chunk of that is Chinese exports to the European Union…it increases the sailing distance by 1/3rd to 2/3rds, and that means you need 1/3rd to 2/3rd more container ships to maintain the same flows. So we’re going to see a lot of pinches in the supply chains for finished goods.”
  • “In an environment where consumption is basically seized up in China and all they have left are exports, it’s also going to make it a little bit easier for the Europeans to put trade sanctions on the Chinese for product dumping.”
  • The Saudis might find it a bit more difficult to ship crude to Europe, but there are some ways around that.
  • Then there’s Russia: “Because of a lack of infrastructure, Russian crude had to be exported through the same port points on the Black and Baltic Sea, but it had to be then shipped through the Mediterranean through Suez through the Red Sea across the Arabian Sea to India, southeast Asia and China.”
  • “Well, that is barely an economically viable route now, which is one of the reasons why the Russians are typically selling their crude at a $20 to a $30 a barrel discount. But if Suez is closed, then they can no longer send these small tankers through it, and these small tankers don’t have the reach to go all the way around Africa.” I find the last assertion dubious, as they are surely ports in Africa they can resupply and refuel at, especially since I don’t think any countries in Africa have signed up for sanctions against Russia.
  • “So you’re looking at something like 1.5 to 2 million barrels a day of Russian crude that might finally actually be stranded if this isn’t solved pretty quickly now.”
  • Russian insurance update: “You have some Russian players, some Indian players, and some Chinese players who have started started to offer indemnification insurance. So we might get this really colorful situation where the real shipping companies stop using Suez and the Red Sea, but these shadow companies that have never had to pay out start using it and then we get to find out what happens if an Iranian-backed militant Force hits a Chinese Indian or Russian ship.” Good times, good time…
  • I also have to wonder if there are mercenaries Ukraine could hire to carry out letters of marquis and reprisal on Russian ships…

    LinkSwarm for July 21, 2022

    Friday, July 21st, 2023

    More Biden corruption, a bit about music, and cute dogs. It’s the Friday LinkSwarm!

  • Here’s a fairly extensive timeline of Biden corruption.

    2009 – The Obama-Biden administration takes office

    November 1, 2013 – China / BHR:

    Hunter Biden, business associate, and Chinese investors agree to create Bohai Harvest RST Equity Investment Fund Management Co., Ltd. (BHR), an investment fund controlled by the Bank of China, to focus on mergers and acquisitions, and investment in and reforms of state-owned enterprise.

    December 4, 2013 – China / BHR

    Vice President Biden travels with Hunter Biden on Air Force 2 to China and meets CEO of BHR, Jonathan Li. Shortly thereafter, BHR’s business license was approved and Hunter Biden was a board member.

    February 5, 2014 – Kazakhstan

    Kenes Rakishev, a Kazakhstani businessman, meets with Hunter Biden at a hotel in Washington, D.C.

    April 15, 2014 – Ukraine

    Burisma, a Ukrainian energy company, appoints Biden business associate to their board of directors.

    Etc. etc. etc.

  • “California Democrats retreat on their effort to defend child slavers.”

    After initially killing a bill on July 12, 2023 that would have increased the penalties on child sex traffickers, the Democrats who completely control the California Assembly’s Public Safety Committee reversed course one day later and voted to advance the bill.

    With a final vote of 6-0, including two abstentions from progressive Democrats, the bill now moves to the Appropriations Committee, after which, if it is approved, can move the bill to be voted upon by the entire State Assembly. If passed, SB 14 will make trafficking of minors a serious felony that would qualify under California’s three strikes law, which keeps dangerous, serial criminals off the streets, and make individuals convicted of the crime ineligible for early release.

    I highlight the two abstentions by Democrats. Even after a nationwide uproar over their willingness to block harsh penalties on those who traffic young children for sexual slavery, these two Democrats, including Assembly Majority Leader Isaac Bryan (D-Los Angeles), still could not bring themselves to vote for the bill.

    (Hat tip: Sarah Hoyt at Instapundit.)

  • State Senator Charles Schwertner (my state senator) has his DWI charges dismissed. Still, he hardly crowned himself in glory. At least he didn’t yell “Call Greg!” (It did make me wonder what Rosemary Lehmberg is doing today, and if she ever conquered her alcoholism…)
  • Mexico surpasses China as America’s biggest trade partner. (Hat tip: Stephen Green at Instapundit.)
  • Remember Toast Tab’s 99¢ fee from last week’s LinkSwarm? Well, public reaction was so negative that their shares cratered and they rescinded the fee.
  • Will the Biden Administration use a lizard to kill the Permian Basin shale revolution?
  • “This car has all the annoying things about EVs and none of the cool stuff…this car doesn’t live up to any expectations. Nothing
    works.

  • TSMC delays Arizona plant opening due to labor shortage.
  • A detailed look at the recording of one of my favorite albums of all time: Peter Gabriel III.
  • Just what does electronic music pioneer Morton Subotnick’s “Silver Apples of the Moon” sound like? You know that scene in a 70s SciFi dystopia where someone’s face gets ripped off to reveal they’re a robot? It sounds like that.
  • GWAR plays for NPR. So on one side you have horrible monsters who are unbearable to listen to, and on the other side you have GWAR…
  • That’s one sly kissing bandit.

    (Hat tip: Ace of Spades HQ.)

  • China’s Demographics: Even Worse Than You Think

    Thursday, June 29th, 2023

    I’ve covered Peter Zeihan videos on China’s crashing demographics before. We already knew China was “the fastest aging society in human history, with the largest sex imbalance in human history.” Now he’s dug into new some new data.

    It’s much worse than he thought.

  • “We’ve gotten some new data out of the Chinese that has made it way to the U.N, and so the updates have allowed us to update our assessment, and oh my God, it’s bad.”
  • “Here is the new data, and as you can see, the number of children who are under age 5 has just collapsed, and they’re now roughly twice as many that are age 15 as age 5.”
  • “What happened back in 2017, well before Covid, is that we had a sudden collapse in the birth rate, roughly 40% over the next five years among the Chinese, the ethnic Han population, and more than 50 percent among a lot of the minorities. And that is before Covid, which saw anecdotally the birth rate drops considerably more.”
  • “We’re never going to get good data on death rate, or at least not anytime soon, because the Chinese, when they did the reopening, just stopped collecting the data on deaths and Covid and everything because they didn’t want the world to know how many Chinese died, so they don’t know.”
  • And if you look at the data from the Shanghai Academy of Science, it’s even worse than the official state numbers.
  • “China aged past the point of demographic no return over 20 years, ago and it wasn’t just this year that India became the world’s most populous country, that probably happened roughly a decade ago. And it wasn’t in 2018 that the average Chinese aged past the average American, that was probably roughly in 2007 or 2008.”
  • “This is not a country that is in demographic decay, this is a country that is in the advanced stages of demographic collapse. And this is going to be the final decade that China can exist as a modern industrialized nation state, because it simply isn’t going to have the people to even try.”
  • “Labor costs you’re having now or as low as they’re ever going to be. Consumption is as high as it’s ever going to be.”
  • “So even before you consider the political complications or issues with operating environment or energy access or geopolitical risk or regulational risk, the numbers just aren’t there anymore so you have to ask yourself why you’re still there.”
  • Add to that the fact that China economy is probably overstated by 60%, and it looks like China’s brief days in the sun are already over.

    How California Destroyed Its Middle Class

    Saturday, May 13th, 2023

    The decline of California under one-party Democrat rule has been one of the long-running themes of this blog. Today Victor Davis Hanson discusses how California’s wealthy destroyed the middle class with policies whose baleful effects they knew wouldn’t fall on them.

  • “The irony is that, as we created more wealth and more leisure, because of the very success of the middle class citizen, the middle class citizen and his central role in western government was forgotten.”
  • “California in the 1960s had the largest middle class in the United States. California had the finest educational system. California invented the idea of a modern freeway and a modern airport.”
  • “California had a state where two-thirds of the people lived with one-third of the precipitation, and yet they built the greatest transference of water with reservoirs and aqueducts the world had ever seen.”
  • “California had the most successful oil, timber and mineral industries in the world. They had some of the finest universities…Again this was a product of, both democratic governors and Republican governors.”
  • “However, today when we look at California, it’s got the highest number of homeless people in the United States. Half of all of America’s homeless live in California.”
  • “One-third of all the welfare recipients in the United States live in California. One-fifth of all Californians live below the poverty line.”
  • “California yet has the highest taxes in the country in the aggregate, the highest property taxes because of the enormous assessed evaluations…highest sales tax at over 10 to 11%, highest income tax at up to 13.2%.”
  • “The result of all of that that is is the middle class finds itself unable to pay and be competitive with other businesses in other states.”
  • “They look at all of these higher taxes, and they say themselves ‘I’m willing to pay it if I’m economically viable,’ but the regulations that the state creates fall heavily on the small farmer, the hardware store owner, the tire [store?] owner, but not necessarily on the Silicon Valley corporation that has an array of lawyers, or legal teams, or analysts, or economists, that find ways not to pay it.
  • “And so the middle class leaves, they vote with their feet they go to places where it’s more conducive for middle class livelihoods. We’ve lost somewhere between 8 and 12 million people of the middle class.”
  • At the same time, America has allowed in 20 million illegal aliens, half of which have ended up in California.
  • “We have not built an aqueduct in California in about 40 years. The schools that were rated in the top 10 percent of comparative state rankings are now in the bottom 10 percent. The airports are decrepit.”
  • “That the more taxes I pay, the worse schools I get.”
  • “In this period, there was about five trillion dollars in market capitalization that grew out of Silicon Valley alone. And we created sort of a medieval caste, a wealthy caste of Barons and Lords that were not subject to the consequences of their own ideology. So they had so much wealth they felt they were exempt from worries about taxation.”
  • “We created a very, very wealthy elite that was not subject to the consequences of their own ideology.”
  • Whether out of virtue signaling and guilt, or whether out of contrived political necessity, they made a political alliance with the very poor of California. And the poor said “Give us more entitlements, tax the middle class, transfer that money to us we need it.” And the wealthy said “Yes, we will open the borders. We’ll transfer money, but you have to vote for issues that we’re in favor of. And we’re in favor of them precisely because they don’t affect us.”

  • And of course, the left’s disdain for the middle class shows up in their language: They’re the “bitter clingers,” the “deplorables,” the “chumps and dregs of society.”
  • “Muscular labor was no longer essential to the American experiment. In other words, you could make have things made overseas in China or southeast Asia or Mexico. And the great middle class territory of the middle west of the United States—Michigan, Ohio, Illinois, Indiana—started to become hollowed out.”
  • “We’ve taken the middle class, the backbone of citizenship, and we’ve eroded it and destroyed it.”
  • Ukraine Export Deal: Too Little, Too Late

    Sunday, August 7th, 2022

    You may remember Peter Zeihan’s analysis of world agricultural output in the wake of of deglobalization and the Russo-Ukrainian War, and his forecast of famine late this year.

    That was just before the Ukraine export deal was signed. Now he’s looked at the facts and run the numbers, and says it isn’t going to help much.

    Takeaways:

  • “Right now the Ukrainians have about 18 million metric tons stored up in their silos at or adjacent to their ports. That’s a lot that needs to move. That is in excess of half of a normal harvest for the country.”
  • “On August 1st we got our first ship, the Razoni, to dock to load up and to leave for Lebanon. It’s carrying 26,000 metric tons. So we need 700 more ships of this size if we’re going to get that grain out.”
  • “The Ukrainian harvest starts in less than 45 days. So you’re talking about needing to get a dozen or so vessels in there every single day. So far we’ve had one. I don’t have a lot of hope for this.” (Note: Since then we’ve had four more.)
  • “Right now the Ukrainians have nowhere to put it. Their silos are full from last year’s harvest. They weren’t able to export because the war started back in February.
  • “Even if the farmers were able to work their fields and not be molested by Russian troops (and remember we’ve already had mass evacuations from eastern and southern Ukraine) the problem remains that they can’t get fuel into the country. So you’re talking about needing to harvest industrial levels of wheat without industrial equipment.”
  • “The likely end result here is that this is the last year that Ukraine participates in international grain markets. They simply don’t have the capacity to get stuff up at a scale. In fact the only place that they might be able to ship stuff is by rail and at most with significant upgrades that have not yet been done. They can probably only ship about one-fifth of their normal produce out that way the rail lines are just not designed for that kind of bulk cargo.”
  • Why not? Well, the biggest problem is Ukraine has a different rail gauge from the rest of Europe, another Soviet legacy.

    Bottlenecks have arisen due to the different rail gauge used in Ukraine, dating back to the Soviet era. That means shipments are being transferred to new wagons at the border.

    Ukrainian Infrastructure Minister Oleksandr Kubrakov has targeted the upgrading of rail infrastructure in western Ukraine as a priority the EU should focus on. “Rail transport can partially undertake all the transportation of agricultural products, particularly grain,” he said. “However, transporting goods is difficult due to western Ukraine’s low border-crossing capacity, which is not designed for transshipping such volumes.”

    “Some 768,300 metric tons of Ukrainian grain was exported by rail between May 1 and May 16.”

  • Back to Zeihan: “And a lot of them have to transit little territory called Transnistra [in Moldavia], which is under Russian control.”
  • The sobering conclusion:

    You remove the world’s fourth largest wheat exporter from the market and you’re going to look at cascading problems. Not just with food prices and malnutrition, but civil conflict and breakdown, most notably in the Middle East. The last time we had a doubling of global wheat prices, we saw the Arab spring back in 2011. What we’re dealing with is an order of magnitude more complicated and deeper rooted. And to think that we’re only going to have doubling of prices is ridiculously optimistic.

  • Well, it’s a good thing the Middle East isn’t know for having populations full of unstable hotheads looking for an excuse to kill each other at the drop of a hat…

    Is Russia’s Economy Collapsing?

    Tuesday, August 2nd, 2022

    Given the cutoff from SWIFT, the widespread economic sanctions, and the huge pullout of Western firms from Russia in the wake of their invasion of Ukraine, I would have expected more signs of the widely predicted economic decline on the part of Russia than we’ve been seeing.

    However, this report from the Yale Chief Executive Leadership Institute (CELI) says that the sanctions are indeed crippling Russia’s economy.

    Some skepticism is probably in order, as CELI’s head, Jeffrey A. Sonnenfeld, for all his talk of advising both Trump and Biden, is a Biden donor, and we all know the great lengths our political elites to lie in order to cover up the Biden Administration’s many manifest failures. But reading through the report there seems to be a substantial amount of evidence to support the thesis.

    The summary:

    As the Russian invasion of Ukraine enters into its fifth month, a common narrative has emerged that the unity of the world in standing up to Russia has somehow devolved into a “war of economic attrition which is taking its toll on the west”, given the supposed “resilience” and even “prosperity” of the Russian economy. This is simply untrue – and a reflection of widely held but factually incorrect misunderstandings over how the Russian economy is actually holding up amidst the exodus of over 1,000 global companies and international sanctions.

    That these misunderstandings persist is not surprising. Since the invasion, the Kremlin’s economic releases have become increasingly cherry-picked, selectively tossing out unfavorable metrics while releasing only those that are more favorable. These Putin-selected statistics are then carelessly trumpeted across media and used by reams of well-meaning but careless experts in building out forecasts which are excessively, unrealistically favorable to the Kremlin…

    Our team of experts, using Russian language and unconventional data sources including high frequency consumer data, cross-channel checks, releases from Russia’s international trade partners, and data mining of complex shipping data, have released one of the first comprehensive economic analyses measuring Russian current economic activity five months into the invasion, and assessing Russia’s economic outlook.

    From our analysis, it becomes clear: business retreats and sanctions are crippling the Russian economy, in the short-term, and the long-term. We tackle a wide range of common misperceptions – and shed light on what is actually going on inside Russia.

    Here are their main points (generic paper reference verbiage elided):

  • Russia’s strategic positioning as a commodities exporter has irrevocably deteriorated, as it now deals from a position of weakness with the loss of its erstwhile main markets, and faces steep challenges executing a “pivot to Asia” with non-fungible exports such as piped gas…
  • Despite some lingering supply chain leakiness, Russian imports have largely collapsed, and the country faces stark challenges securing crucial inputs, parts, and technology from hesitant trade partners, leading to widespread supply shortages within its domestic economy…
  • Despite Putin’s delusions of self-sufficiency and import substitution, Russian domestic production has come to a complete standstill with no capacity to replace lost businesses, products and talent; the hollowing out of Russia’s domestic innovation and production base has led to soaring prices and consumer angst…
  • As a result of the business retreat, Russia has lost companies representing ~40% of its GDP, reversing nearly all of three decades’ worth of foreign investment and buttressing unprecedented simultaneous capital and population flight in a mass exodus of Russia’s economic base…
  • Putin is resorting to patently unsustainable, dramatic fiscal and monetary intervention to smooth over these structural economic weaknesses, which has already sent his government budget into deficit for the first time in years and drained his foreign reserves even with high energy prices – and Kremlin finances are in much, much more dire straits than conventionally understood…
  • Russian domestic financial markets, as an indicator of both present conditions and future outlook, are the worst performing markets in the entire world this year despite strict capital controls, and have priced in sustained, persistent weakness within the economy with liquidity and credit contracting – in addition to Russia being substantively cut off from international financial markets, limiting its ability to tap into pools of capital needed for the revitalization of its crippled economy…
  • Looking ahead, there is no path out of economic oblivion for Russia as long as the allied countries remain unified in maintaining and increasing sanctions pressure against Russia…
  • I believe the first part of the first point is too speculative (“Rising Prices Mask Irreversible Deterioration in Long-Term Strategic Positioning”) and forward-looking to be worth examining. Russia isn’t worried about long-term positioning if it can use its gas pipeline leverage to crack the sanctions regime against it this year. The second “pivot to Asia difficulties” part is something I’ve covered here.

    First they cover why you can’t trust Russian statistics (duh):

    The Kremlin’s economic releases are becoming increasingly cherry-picked; partial, and incomplete, selectively tossing out unfavorable statistics while keeping favorable statistics. The Russian government is no longer disclosing certain economic indicators which prior to the war were updated on a monthly basis, including all foreign trade data, including those relating to exports and imports, particularly with Europe; oil and gas monthly output data; commodity export quantities; capital inflows and outflows; financial statements of major companies, which used to be released on a mandatory basis by companies themselves; central bank monetary base data; foreign direct investment data; and lending and loan origination data, and other data related to the availability of credit.

    The fact the data is so bad they’re not even trying to alter or spin it suggests things are pretty bad.

    Even Rosaviatsiya, the federal air transport agency, abruptly ceased publishing data on airline and airport passenger volumes. As a measure of comparison, prior to the war, the only economic data which have historically been classified and quarantined by the Russian government are sensitive metrics related to the trade of military goods, aircraft, and nuclear materials.

    Although the Kremlin explains away its newfound desperate obfuscation of its revenue and spending data and other macroeconomic indicators of overall economic health under the guise of “minimizing the risk of the imposition of additional sanctions”, what little data has trickled out from the Kremlin suggests the real reason may lie in the fact these statistics are unlikely to be positive for the Kremlin, and getting worse by the day. For example, total oil and gas revenues dropped by more than half in May from the month before, by the Kremlin’s own numbers. As one economist wrote, “it’s likely that the Kremlin is afraid of publishing data that reveal the full scale of the economy’s collapse”.

    Second, even those favorable statistics which are released are questionable if not downright dubious when measured against cross-channel checks, verification against alternative benchmarks and given the political pressure the Kremlin has exerted to corrupt statistical integrity. Indeed, the Kremlin has a long history of fudging official economic statistics, even prior to the invasion. Putin has on several occasions shunted aside heads of Rosstat who produced economic statistics which were not to his liking, and he personally transferred control of the agency to political appointees at the Economic Ministry, depriving the agency of its prior status as an independent branch of government free from political influence. Outside observers ranging from international organizations to foreign investors regularly sound alarm bells over “concerns about the reliability and consistency” of the Kremlin’s economic releases, especially given the propensity of Kremlin economists for “switching to new methodologies” with alarming frequency – many instances of which are not even disclosed. Concerns over meddlesome political interference must be given even more weight now that Putin appointed Sergei Galkin, the former Deputy Economic Minister and the most blatantly political pick in recent history as head of Rosstat in May.

    Third, and as mentioned briefly previously, almost all rosy projections and forecasts are irrationally extrapolating economic releases from the early days of the post-invasion period, when sanctions and the business retreat had not taken full effect, rather than the most recent, up-to-date numbers from recent weeks and months – partially due to the fact the Kremlin stopped releasing updated numbers, constraining the availability of datasets for economic researchers to draw upon. For example, many alarming forecasts projecting strong revenue from energy exports were based on the last available official export data from March, even though many business withdrawals and sanctions on energy had not yet taken effect, with orders placed prior to the invasion still being delivered.

    Take, as one instance of many, one widely cited study by Bloomberg decrying Russia’s surge in revenue from energy exports. The authors wrote: “even with some countries halting or phasing out energy purchases, Russia’s oil-and-gas revenue will be about $285 billion this year, according to estimates from Bloomberg Economics based on Economy Ministry projections. That would exceed the 2021 figure by more than one-fifth”. No doubt, Russia has continued to draw significant revenue from energy exports – a complex topic which we analyze in-depth in the sections below.

    But this specific Bloomberg analysis projected Russia’s 2022 energy export revenues based on its revenue through March of 2022 as disclosed by the Kremlin, even though the Kremlin has belatedly acknowledged that energy export revenues in May and June have diminished significantly. In fact, only after a long and unexplained delay did the Kremlin finally disclose that total oil and gas revenues dropped by more than half in May from prior months, by the Kremlin’s own numbers – along with the declaration that the Kremlin would cease releasing any new oil and gas revenues from that point on. Nevertheless, the misleading Bloomberg forecast carelessly extrapolating out initial energy export volumes into the rest of the year was then repeated by leading voices including Fareed Zakaria and others in proving the supposed “resilience” and even “prosperity” of the Russian economy.

    On the collapse of Russian imports:

    Imports consist of ~20% of Russian GDP, and the domestic economy is largely reliant on imports across industries and across the value chain with few exceptions, despite Putin’s bellicose delusions of total self-sufficiency.

    Snip.

    By far and large, the flow of imports into Russia has drastically slowed in the months since the invasion. A review of trade data from Russia’s top trade partners – since, again, the Kremlin is no longer releasing its own import data – suggests that Russian imports fell by upwards of ~50% in the initial months following the invasion.

    And China isn’t replacing western countries as a source of imports.

    In the initial days of the Russian Business Retreat, when hundreds of western businesses rushed to exit Russia, the authors – who were deluged with media inquiries given the prominence of the Yale CELI List of Companies curtailing operations in Russia – were frequently asked whether Chinese companies would rush to fill the spots vacated by western businesses. Many naïve observers cynically remarked that the Business Retreat would be futile, as Chinese companies would relish the opportunity to do more business in Russia, and the Russian economy would barely miss a beat. This is not at all what has played out – and quite to the contrary.

    In fact, according to recent monthly releases from the Customs General Administration of China, which maintains detailed Chinese trade data with detailed breakdowns of exports to individual trade partners, Chinese exports to Russia plummeted by 50% from the start of the year to April, falling from over $8 billion monthly at the end of 2021 to under $4 billion in April. This aligns with our anecdotal observations of several Chinese banks withdrawing all credit and financing from Russia following the start of the invasion, including ICBC, the New Development Bank, and the Asian Infrastructure Investment Bank, in addition to energy giants such as Sinochem suspending all Russian investments and joint ventures.

    The explanation for China’s reticence, once again, lies in the asymmetric nature of Russia’s relationships with its trading partners. Even on imports, it is clear that Russia needs its trade partners far more than its trade partners need Russia – and the power dynamic is not even close to being balanced.

    This imbalance is put into stark relief when the proportion of imports Russia draws from China is compared to the proportion of exports China sends to Russia. Russia is not even in the top ten destinations for Chinese exports; in 2021 alone, China exported over $500 billion in goods and services to its largest trade partner, the United States, representing ten times the amount of goods it sent to Russia ($72 billion). On the other hand, China represents Russia’s largest source of imports by far; in fact, the $72 billion in imports Russia draws from China is nearly three times the amount of imports Russia draws from its second largest partner, Germany ($27 billion), and five times the amount of imports Russia draws from its third largest partner, the United States.

    Given the extremely minor proportion of Chinese exports going to Russia vis-à-vis China’s trading relationship with the United States and Europe, clearly most Chinese companies are much more wary of losing access to US and European markets by running afoul of US sanctions and crossing US companies than they are of losing whatever erstwhile market share they had in Russia. The dangers of losing access to US technology are already readily apparent from China’s point of view. When the US imposed export restrictions on Chinese telecom companies Huawei and ZTE in 2020, they were unable to source advanced microchips and saw a massive reduction in their chip-dependent smartphone businesses – a fate which no Chinese company wants to suffer by running afoul of US sanctions related to Russia.

    China is the most prominent example, but other trade partners have been just as reticent to export to Russia. In fact, it appears that exports to Russia from sanctioning and non-sanctioning countries have collapsed at a roughly comparable rate in the months following the invasion. One analysis found that non-sanctioning countries saw exports to Russia fall by an average of 40%, while sanctioning countries saw exports fall an average of 60%, reflecting the disadvantaged economic position Russia finds itself vis-à-vis practically all its trade partners regardless of political rhetoric

    Snip.

    One survey done by the Central Bank of Russia found that well over two-thirds of surveyed companies experienced import problems, and manufacturers, in particular, reported a shortage of raw materials, parts, and components. Unsurprisingly, the focus has shifted towards import substitution – a topic analyzed in closer detail in Section IV. But in short, this has not been fruitful. Despite Russian companies’ desperate efforts to find alternative production and re-orient supply chains towards domestic substitutes, according to a survey by Russia’s Gaidar Institute for Economic Policy, a whopping 81% of manufacturers said they could not find any Russian versions of imported products they need, and more than half were “highly dissatisfied” with the quality of homegrown production even when domestic substitutes could be sourced.

    On to the failure to find adequate domestic substitutes. I’m going to skip over a lot of the stuff I don’t really give a rat’s ass about (radical declines in new car sales) as it’s not particularly important except as evidence of aggregate demand destruction. Others are much more surprising: Fruits and vegetables and fish production are down as well, despite Russia supposedly being the country that can supply all its own fertilizer needs. (And pesticides and fertilizers are also down.)

    When domestic industrial production is measured by volume rather than value added, cross- filtered against a more granular breakdown by sub-industry, the picture becomes even bleaker suggesting large-scale shutdowns of the Russian industrial base, which is evidently operating at a fraction of its usual capacity. Industrial production volume in crucial industries such as appliances, railways, steel, textiles, batteries, apparel, and rubber fell by well over 20%, while other sub-industries such as electronics, sports, furniture, jewelry, fertilizers, and fishing fell in excess of 10%.

    And despite Putin’s rallying cries of self-sufficiency, all of these industries share a crucial similarity: they simply cannot replace imported parts and components that Russia lacks the technological prowess to make, and illicit, shadowy parallel imports can only go so far. For example, the Russian tank producer Uralvagonzavod has furloughed workers based on input shortages.

    So much for the Russian trolls that claim Uralvagonzavod’s is still cranking out tanks unimpeded!

    Russian production of tanks, missiles and other equipment relies on imported microchips and precision components that simply cannot be sourced right now. Likewise, Russia’s Caspian pipeline has had challenges finding spare parts related to the US and EU’s ban on exports related to gas liquefaction. Each of these supply disruptions – which cannot be replaced by import substitution or parallel imports – leads to production shutdowns which then ripple across the entire supply chain, bringing various ancillary products and services into a simultaneous standstill.

    The breadth of this industrial production slowdown across the Russian economy is further worsened by a rapidly deteriorating outlook for new purchases and orders. A reading of the Russian Purchasing Managers’ Index (PMI) – which captures how purchasing managers are viewing the economy – shows that new orders have plunged across the board, both in terms of domestic Russian orders as well as Russian orders for foreign products and foreign orders of Russian products. Clearly, purchasing managers want nothing to do with placing new orders until the geopolitical environment stabilizes. Likewise, PMIs highlight that inventories have dropped and delivery times have increased in the context of widespread supply-chain problems, so even if new orders were to be placed, the fulfillment of those orders would continue to pose steep challenges to Russian domestic production.

    Also hurting Russia is the fact that over 1,000 global companies have curtailed operations there. (Though some still remain; why the hell is Cloudflare, Carl’s Jr. and Sbarro still doing business there?)

    When the list was first published the week of February 28, only several dozen companies had announced their departure from Russia. In the two months since, this list of companies staying/leaving Russia has already garnered significant attention for its role in helping catalyze the mass corporate exodus from Russia, with widespread media coverage and circulation across company boardrooms, policymaker circles, and other communities of concerned citizens across the world.

    Based on the authors’ proprietary database tracking the retreats of over 1,000 companies, our researchers found that across all these 1,000 companies aggregated together, the value of the Russian revenue represented by these companies and the value of these companies’ investments in Russia together exceed $600 billion – a startling figure representing approximately 40% of Russia’s GDP. We further found that these companies, in total, employ Russian local staff of well over 1 million individuals. The value of these companies’ investment in Russia represents the lion’s share of all accumulated, active foreign investment in Russia since the fall of the Soviet Union – meaning the retreat of well over 1,000 companies in the span of three months has almost single-handedly reversed three decades’ worth of Russian economic integration with the rest of the world, while undoing years of progress made by Russian business and political leaders in attracting greater foreign investment into Russia.

    To be sure, this is not to say that the GDP of Russia will contract 40% overnight. Many of the 1,000+ businesses who have curtailed operations in Russia are still in the process of winding down their operation, meaning it will take months if not even years to feel the full impact of their withdrawal. Other companies from this list of 1,000+ have already divested or sold their Russian businesses to local Russian operators, which means that even though these businesses will lack western technical and financial support and know-how and deteriorate in the long-run, in the short-term, they will still continue to operate to some extent and thus cannot be written off from Russian GDP immediately. There are also some companies which continue some operations in Russia while pulling out of other operations, so any hit to Russian GDP from these companies would be partial rather than total. It is impossible to capture the full economic impact of the Russian business retreat as many of the most devastating consequences will be felt years from now -with long-term structural losses to the Russian economy beyond any single dollar figure of lost revenue or lost investment. Nevertheless, the fact that the 1,000+ companies that have curtailed operations represent such a high proportion of Russia’s GDP – 40% – signifies the importance of these economies to the Russian economy prior to the war, and how the Russian economy must now undergo dramatic, forced transformations with these companies pulling out, as amplified throughout this paper.

    Some might argue that the companies that curtailed operations in Russia were forced to incur a short-term loss in Russian revenue and investment – despite the fact the impact on Russia is more painful in both the short-term and the long-term – but it is not even true to say that the companies leaving Russia incurred any losses. In fact, rather than penalizing companies for leaving Russia, in a separate study, we found that foreign investors by far and large rewarded companies for removing the risk overhang associated with exposure to Russia – that the value of aggregate stock market gained since the start of the invasion for companies that have left Russia far outweigh the value of Russian asset divestitures and lost Russian revenue, which for most multinational corporations, represented a small fraction of total revenue to start with – no more than 1-2% in most cases. Thus, clearly the loss of 1,000+ companies has been borne solely by Russia – in both the short-term and the long-term – while leaving Russia actually benefited companies.

    Not to mention the brain drain and capital flight:

    Unsurprisingly, the Russian business retreat has coincided with rapid “brain-drain” as talented, educated Russians flee the country in droves. It is impossible to assess the exact number of Russians who have left Russia permanently since the outset of the invasion, but most estimates peg the number as no less than five hundred thousand – with the vast majority being highly-educated and highly-skilled workers in competitive industries such as technology. The mass exodus of skilled Russian natives is further amplified by the forcible expulsion of a not-insignificant population of western expatriates working in Russia. These workers – who understand the structural challenges facing the Russian economy and technical hurdles obstructing Putin’s vows of self-sufficiency and import substitution – are joined by many of Russia’s few remaining high-net-worth and ultra-high-net-worth individuals, who understand that capital controls, taxes, the business and investment climate, and government restrictions are only likely to become worse in the years ahead, particularly for those holding financial capital. By one measure, 15,000 ultra-high-net-worth individuals have fled Russia since the invasion began, which would represent 20% of the population of Russia’s ultra-high-net-worth individuals at the outset of the war. These Russians, as the holders of significant capital, seek the safety, security, and stability of western financial markets, especially as Russia’s access to those markets shrinks.

    These high net worth individuals are bringing their wealth with them when they flee, contributing to soaring private capital outflows, even by the Central Bank of Russia’s own admission. The official level of capital outflows indicated by the Bank of Russia in Q1, nearly $70 billion USD, is likely to be a gross underestimate of the actual level of capital outflows, given strict capital controls implemented by the Kremlin restricting the amount of wealth Russian citizens can transfer out of the country, particularly foreign-currency denominated wealth. Any additional capital outflows which have skirted these capital controls are unlikely to have been captured by the Central Bank of Russia’s gauge, and indeed, by all anecdotal reports, wealthy Russians are flocking for safe havens in droves.

    Next up, just why we haven’t yet seen an actual collapse: unsustainable fiscal stimulus and capital controls.

    As global businesses swarmed for the exits and after the implementation of devastating sanctions by the US and EU in the early weeks following the invasion, many western economists and policymakers had unrealistic expectations that the Russian economy may collapse or that a financial crisis might take hold. Sanction regimes very rarely cause instantaneous financial crises or economic collapses; rather, they tend to be longer-duration tools designed to structurally weaken a nation’s economy while isolating it from global markets. Indeed, as this paper has shown, the impact of business retreats and sanctions on the Russian economy has been nothing short of catastrophic, eroding the Russian economy’s competitiveness while exacerbating internal structural weaknesses.

    But for those who expected a more rapid collapse in the Russian economy, and who were shocked this did not occur – much of the reason the Russian economy proved marginally more resilient than initially expected has to do with the unprecedented and unsustainable fiscal and monetary response initiated by the Kremlin. A little-understood but critically important component of Russia’s economic journey since the outset of the invasion, the Kremlin’s fiscal and monetary response has largely averted a credit/liquidity squeeze, which could have induced a financial panic, while propping up the economic livelihoods of many core constituencies of the Putin regime, ranging from state owned enterprises to pensioners and retirees – rescuing them from sudden economic catastrophe.

    One of the best case studies for how, through massive and unsustainable government intervention, the Kremlin has been able to temporarily prop up the Russian economy also happens to be one of Putin’s favorite propaganda talking points: the appreciation of the ruble, which is now the strongest-performing currency this year by some measures. Overnight, as soon as the invasion commenced, the exchange rate for the ruble relative to the dollar jumped from ~75 to ~110 – but the Kremlin immediately announced a rigorous set of capital controls on the ruble including a blanket ban on citizens sending money to bank accounts abroad and foreign money transfers; a suspension on cash withdrawals from dollar banking accounts beyond $10,000 per person; a mandate for all exporters to exchange 80% of foreign currency earnings for rubles; a suspension of direct dollar conversions for individuals with ruble-denominated banking accounts; a suspension of domestic lending in foreign currencies; a suspension of dollar sales across domestic banks; a mandate that companies pay foreign-denominated debt in rubles; and encouragement of individuals to redeem dollars for rubles out of patriotic duty. These restrictive capital controls – which rank amongst the most restrictive of any government in the world – immediately made it effectively impossible for domestic Russians to purchase dollars legally or even access a majority of their dollar deposits, while artificially inflating demand for rubles through forced purchases by major exporters. These capital controls, which have only weakened slightly in the four months since the outset of the invasion, continue to prop up the ruble’s official exchange rate with artificial strength across onshore and offshore markets.

    However, the official exchange rate given the presence of such draconian capital controls can be misleading – as the ruble is, unsurprisingly, trading at dramatically diminished volumes compared to pre-invasion on low liquidity. By many reports, much of this erstwhile trading has migrated to unofficial ruble black markets, where the spread between the official exchange rate and the actual exchange rate is equally dramatic – upwards of 20% to 100% higher than the official exchange rate, in some cases, given a shortage of obtainable, liquid dollars within Russia. Even the Bank of Russia has admitted that the exchange rate is a reflection more of government policies and a blunt expression of the country’s trade balance rather than freely tradeable liquid FX markets.

    The Kremlin’s implementation of capital controls pales in comparison to the unsustainable full-scale fiscal and monetary stimulus launched over the last few months, stretching to every corner of the Russian economy. That the Kremlin would flood the Russian economy with such a deluge of Kremlin-initiated spending was far from certain in the initial days of the war. Initial attempts by the Kremlin to intervene in the economy when the invasion started were marked by relative restraint, defined by measures such as shutting down trading on the Moscow Stock Exchange and suspending measures intended to be largely transitory in nature. But when it became apparent that western sanctions were not being lifted and that the Russian economy would not go back to “normal” anytime soon, Putin announced escalating waves of fiscal and monetary stimulus targeted at easing the economic pain faced by individuals and companies. These measures included subsidized loans and loan payment assistance to companies; transfer payments to affected industries; subsidized mortgages and mortgage payment assistance; increases in direct payments to individuals including families, pregnant women, government employees, pensioners, military, low-income; recapitalization of companies by the National Wealth Fund, the sovereign wealth fund of Russia; nationalization and recapitalization of certain companies and assets; subsidized credit forgiveness approaching a debt jubilee; subsidized protection from bankruptcy and foreclosure; drawdowns from the National Wealth Fund for state expenditures; and subsidized infrastructure development – to name only a few.

    The ultimate scale of these relief expenditures is still unclear as they are currently ongoing, but initial signs point towards a massive, unprecedented magnitude of spending. By the Central Bank of Russia’s own data releases, the Russian money supply – M2, which includes cash, checking deposits, and cash-convertible proxies of store-holders of value – ballooned by nearly two times from the start of the year through June.

    A good thing that doubling your money supply almost overnight can’t possibly have any negative repercussions!

    Putin’s remaining FX reserves are decreasing at an alarming pace, as Russian FX reserves have declined by $75 billion since the start of the war – a rate which, if annualized, suggests these reserves may be spent down within a few years’ time. Critics point out that official FX reserves of the central bank technically can only decrease, not increase, due to international sanctions placed on the central bank, and suggest that non-sanctioned financial institutions such as Gazprombank can still accumulate FX reserves in place of the central bank. While this may be true technically, there is simultaneously no evidence to suggest that Gazprombank is actually accumulating any sizable reserves, considering the distress facing its own loan book, pressure to fund increasing amounts of infrastructure loans and the fact that Gazprombank has been accused of being the conduit through which the Kremlin indirectly transfers the regular military pay and combat bonuses of Russian soldiers fighting in Ukraine. These signs point toward Gazprombank simply channeling massive government expenditures outward with the government spending down immediately rather than stashing away government revenues for later.

    Snip.

    The challenges facing Russia’s sovereign financing are exacerbated by Russia’s newfound lack of access to international capital markets. With Russia’s first default since 1917 on its sovereign debt, Russia is now frozen out of international debt issuances for years to come and unable to tap into traditional sovereign financing across international capital pools. Russia can continue to issue its version of domestic bonds, known as OFZs, but the total capital pool available within Russia domestically is a fraction of the financing needed to sustain these levels of spending by the Russian government over an entire economic cycle. And indeed, the Finance Minister has confirmed that Russia is not raising debt to pay for its fiscal program and has no plans to do so in the near-term.

    “Financial Markets Pricing In Sustained Weakness In Real Economy with Liquidity and Credit Contracting.” Yeah, I’m just going to skip over all that. Just note that not even Russians want to buy Russian real estate or stock.

    Let’s jump to the conclusion. After reiterating the main points:

    Looking ahead, there is no path out of economic oblivion for Russia as long as the allied countries remain unified in maintaining and increasing sanctions pressure against Russia.

    Is Russia’s economy collapsing? Not quite yet. Actual economic collapse is what we’re seeing in Sri Lanka: You can’t buy food, you can’t buy fuel, and you can’t keep the lights on. Russia isn’t there yet. However, the authors do present compelling evidence that Russia’s economy is contracting quite dramatically, and will continue to get worse as long as the war and sanctions continue.

    Coming Food Shortages? Doubt It.

    Monday, March 21st, 2022

    There are a lot of posts on Twitter postulating a food shortage due to the Russo-Ukranian War. The reasoning goes that, on top of existing supply chain disruptions, Russia and Ukraine were big wheat exporters, and Russia is the world’s biggest fertilizer exporter.

    Those are concerns, and I think there’s a real good chance of food shortages…in Russia. That’s the sort of thing that happens when you unplug yourself from the world economy. And Europe might have some disruption, given that they’re net food importers.

    But I doubt we’re going to have that problem in the U.S. of A. First, our supply chain problems were started easing when vaccine mandates started getting lifted due to the dread midterm variant. Second, America makes lot of fertilizer ourselves, and Russia isn’t the exclusive source of nitrogen, phosphorus or potassium. (Though a Canadian rail strike might impact the last.) Third, capitalism has a great way of supplying substitute goods if left to its own devices.

    More analysis along those lines.

    On February 14, the average price of the four commodities was 15.1c per 1000 calories. By March 8, it had risen to 17.4c, an increase of 15.2%. Using the Roberts and Schlenker factor of 7, this implies a 2.2% decrease in available supply of calories. Removing 55 million metric tons of wheat and 30 million metric tons of corn entails a 2.7% reduction in available supply of calories from the big four commodities. (Here’s an Excel file containing these computations.)

    So, it seems the markets are banking the world losing about three quarters of Ukrainian and Russian grain exports (2.2/2.7). Given the large increase in winter wheat prices relative to the other commodities, most of the loss is from wheat.

    Traders expect this shock to last only a year. Winter wheat futures prices for delivery after July 2023 barely increased after the invasion. The same is true for corn. The spring wheat market was already tight because of last year’s drought and traders expect it to remain tight beyond 2023.

    How common are market shocks of this magnitude? Russian and Ukrainian wheat exports were 7.3% of global production in 2020. Wheat production declined 6.3% in 2010, in part due to a drought that reduce Russian production by 20 million metric tons. Similarly large declines also occurred in 1991, 1994, 2003, and 2018.

    From the analysis above, the observed price increases are consistent with a 2.2% decrease in available supply of calories from corn, rice, soybeans, and wheat. Similar declines occurred in 2018, in part due to drought in Argentina and lower wheat acreage in Russia, and in 2012, in part due to drought in the US.

    The increase in wheat prices will not cause massive increases in the price of American bread. Most of the price of food is determined by the cost of processing, packaging and marketing. The USDA estimates that farm gate sales of food commodities made up 14% of the retail value of food in 2019. If farm prices increase by 50%, then we would expect food in the grocery store to increase by 7%.

    (Hat tip: Scott Adams.)

    As long as the Biden Administration doesn’t do something criminally stupid (like imposing wage and price controls to fight inflation, or a mandate that 50% of truck drivers be women), the American economy should adapt to prevent any significant food shortages due to the Russo-Ukrainian War.

    Of course, government has no shortage of other ways to wreck the economy and make food scarce, and hyperinflation is one of the best…

    Supply Chain Update for November 10, 2021

    Wednesday, November 10th, 2021

    Thanks to California regulations and vaccine mandates, supply chain problems continue to plague America. Here’s an update on those disruptions and other topics related to the wondrous Biden Economy.

  • Inflation hits a 31 year high.
  • Not only is inflation bad, it’s about to get much worse. Unprocessed goods are up 56% from a year ago. “At the current rate of increase, regular unleaded gasoline will hit $6/gal (National Average) by Easter.”
  • It’s not just us: China’s prices are soaring as well.

    China’s trade balance may have just hit a record on the back of resurgent exports and slowing inflation, but the favorable impact to China’s mercantlist economy was more than wiped out by the just released record PPI and resurgent CPI.

    China’s National Bureau of Statistics reported that in October, CPI rose 1.5% Y/Y, higher than the 1.4% expected, and a 0.7% sequential increase from the September print; the CPI increase was evenly split between base effect and sequential growth.

    At the same time factory gate, or PPI, inflation hit a fresh all time high of 13.5%, steamrolling the 12.4% consensus estimate, and rising at the fastest pace since records began in November 1995.

    While the gradual increase in CPI is alarming, and the NBS said that it was affected by weather, commodities demand and costs – it was the producer price inflation that was far more alarming, soaring as a result of a tight supply of energy and resources. In reality, however, there was just one key variable – thermal coal, which as we said last month indicates that PPI will continue rising far higher, although judging by the recent sharp reversal in the price of Chinese thermal coal (if only for the time being), this may be as high as PPI gets.

    Or so Beijing should hope because with the spread between PPI and CPI hitting a new all time record, virtually no Chinese companies that use commodity inputs – which in China is a vast majority – are making any profits.

  • The situation at LA and Long beach ports is not getting better:

    DHL releases service announcements every week so shippers in their network know what to expect at ports all around the world. The most recent announcement came out today, and it shows that the situation at America’s top West Coast port complex is not improving. Here’s DHL’s summary of the port conditions at Los Angeles/Long Beach:

    Ships are waiting 13-22 days to catch a berth. Currently there are 72 vessels waiting for a berthing spot. Both ports are seeing record volumes month after month and the ships at anchor are delayed an average of 4 days. Delays forcing the ships to wait at anchor are expected to continue for the remainder of the year. All terminals remain extremely congested and evaluating a reduction on their window for export cargo acceptance from four to three days. The expected spike on imports generated by the peak season and cargo pre-shipped is already here making the operation more complex. Local trucking delays have been reduced and are being closely monitored. The LAX/LGB rail operations from all terminals and the off dock ramps continues to deteriorate as demand exceeds capacity, therefore inland moves by rail can suffer considerable delays.

    That’s not an encouraging description, and there has not been movement in the right direction. The waiting time and number of ships waiting have been steady for over a month now, according to DHL. If anything, they are getting slightly worse. Here’s how those estimates have changed over time:

    “Port congestion has been a problem for months now, and we’ve yet to see signs of improvement.”

  • “You Know Those Cargo Ships And Trains Waiting To Be Unloaded In California? Yeah, Now Homeless People Are Breaking In And Stealing Things From The Stopped Trains.”

    So, not only will you have to wait literal months for products you’ve ordered to finally make it to their destination, now it looks like you’ll be lucky if any of these things make it to your house because homeless people are stealing from unprotected parked trains.

  • Truckers should be making money hand-over-fist to solve the supply chain crisis. Port constraints mean They’re not:

    We have covered the ocean-carrier side of this crisis (‘In Deep Ship’), and the new fee equivalent to $1m a day, and rising $1m each following day, for a 10,000 TEU vessel whose cargo is stuck in LA/LB port. However, we stressed in that report that the supply chain issue is more systematic. So, allow me to share quotes from an article exposing there is ‘No Trucking Way’ we are about to return to normal:

    “Think of going to the port as going to WalMart on Black Friday, but imagine only ONE cashier for thousands of customers…Most port drivers are ‘independent contractors’, leased onto a carrier who is paying them by the load. Whether their load takes two hours, fourteen hours, or three days to complete, they get paid the same, and they have to pay 90% of their truck operating expenses…I honestly don’t understand how many of them can even afford to show up for work…In some cases they work 70 hour weeks and still end up owing money to their carrier.

    So when the coastal ports started getting clogged up last spring due to the impacts of COVID on business everywhere, drivers started refusing to show up. Congestion got so bad that instead of being able to do three loads a day, they could only do one. They took a 2/3 pay cut and most of these drivers were working 12 hours a day or more…Many drivers simply quit. However, while the pickup rate for containers severely decreased, they were still being offloaded from the boats. And it’s only gotten worse…The ‘experts’ want to say we can do things like open the ports 24/7, and this problem will be over in a couple weeks. They are blowing smoke, and they know it.”

    The author also points out a crippling shortage of truck chassis; warehouse workers, again due to low-pay and Covid, so unloading takes longer; and warns soon there will be less, not more truck drivers. Crucially, he bewails that ocean carriers, ports, trucking companies, warehouses, and retailers are all making great money – so won’t invest before the system collapses further. If so, this book-ends the 1980 deregulation of the US trucking industry under President Carter.

    Meanwhile, Senator Manchin just said ‘No Trucking Way’ to the White House’s fiscal plans, again, which already fail to address the above logistical problems. Perhaps it’s time for US economists to study what weak, share-cropper logistics and on-off fiscal and central-bank liquidity largesse do for emerging markets’ macroeconomic and financial stability?

    Indeed, Bloomberg reports: “Chinese households are encouraged to stock up on a certain amount of daily necessities, such as vegetables and meat, in preparation for the winter months, according to a notice from Ministry of Commerce aimed at ensuring supply and stabilizing prices of such items for the next few months. Major agricultural distributors are encouraged to sign long-term contracts with producers. Reserves of meat and vegetables will be released on a timely basis to replenish market supply.”

  • Another problem: Some 73,000 truck drivers taken off the roads due to newly implemented drug tests.

    The biggest number of clearinghouse violations by far — 56 percent — are for marijuana use, according to federal data. (Amphetamine and methamphetamine violations account for 18 percent, while cocaine and various opioids account for 15 percent and 4 percent, respectively.) Some argue that because marijuana can stay in the body for up to 30 days, testing does not accurately reflect whether a person is driving while under the influence.

    (Hat tip: Director Blue.)

  • Whoever is in charge of Slow Joe’s administration is making everything worse:
    • As Mario Loyola laid out, “The World Economic Forum rates America’s shipping-industry regulations as the most restrictive in the world, chiefly because of the Jones Act. Stifling regulations have left America with the most inefficient ports in the world. A recent review of container-port efficiency ranked the ports of Los Angeles and Long Beach below ports in Tanzania and Kenya, near the bottom of the list of 351 top ports. America’s ports are effectively third-world. The 50 most efficient ports in the world are mostly in Asia and the Middle East; none are in America.”
    • Loyola continues, “Above all, it is the shortage of truck drivers that’s causing the current crisis. And why do we have that shortage? One reason, according to truck drivers, is that the restrictions on their access to ports are too onerous. The Jones Act has made that problem worse, too. The Jones Act ‘has made coast-wise shipping prohibitively costly and therefore put additional pressure on alternative inland transit such as trucks and trains,’ Lincicome writes. “In practice, this means badly needed rigs that could be servicing U.S. ports currently are instead stuck on I-95 ferrying oranges from Florida to New York.”
    • Earlier this year, Heavy Duty Trucking reported that the Biden administration had imposed a tariff on truck chassis (the framework that provides the truck base that includes the wheels and axles) made in China; “chassis or sub-assemblies imported from China for the next five years will be subject to tariffs/duties that would add up to more than twice the value of the actual chassis itself.”
    • Weston LaBar, executive director of the Harbor Trucking Association in California, told Heavy Duty Trucking that that, “The [U.S. International Trade Commission] really botched their decision, at a time when our industry is needing to inject more equipment, both for capacity and for folks trying to retire older equipment. Now people have to stretch out the useful life of existing equipment, which isn’t an ideal thing from a safety standpoint. And now we’ve created scarcity and increased the cost.”
    • California imposed regulations requiring trucks built before a certain date to replace their engines or not operate in the state.
    • Our Dominic Pino observes that the Biden administration wants to make two-man crews for freight-train engines standard, forever — no matter what technological advances occur. The unions for the train crews argue that trains are like planes and require two engineers — unlike a freight truck, which can be safely driven by one person. “As the Association of American Railroads says, plenty of other trains operate just fine with only one person at the controls. In the European Union, Australia, and New Zealand, one-person crews are the norm, and even in the U.S., passenger trains are commonly driven by one person.”
  • A view from the trenches by (of all people) Dukakis campaign manager Susan Estrich:

    I’m exactly the sort of person who should be up-to-the-minute on what the senators from Arizona and West Virginia are doing and whether the progressives will go along and whatever else it is that has caused Congress to accomplish absolutely nothing under supposed Democratic control. But I’m not.

    I’m up-to-the-minute on the price of eggs. And the cost of cans for cranberry. And the likelihood of empty shelves when I shop for all the children in my life come December.

    I’m up-to-the-minute on all the big ships you can see lined up just waiting to unload at San Pedro, which is pretty far south of where we’re sitting.

    Twelve dollars for a dozen eggs. At the farmers market on Sunday, I did my own survey. Three stands were $11. The rest were $12. Ten minutes ago, they cost $6.

    One hundred dollars. That’s how much it cost my handyman to fuel up his truck.

    They’re warning that the price of canned cranberries is going to be 50% higher this year because of the scarcity of aluminum for the cans.

    Remember overnight deliveries from Amazon? Notice that all those overnight specials now take three days, and certain products are already being slated for January delivery.

  • The supply chain problems hits ordinary Texans:

    everyday items have started disappearing, leaving the stores with nothing to replace them with.

    Belton resident Laura Zarate said it started slowly.

    She’d go to her local store to buy groceries and the store didn’t have something she needed.

    Now her shopping list is getting lighter as more items move to her can’t get list.

    “When I walk in, on the shelves I see they don’t have a lot of things anymore that we used to buy. They’re kind of empty sometimes. It worries me,” Zarate said.

    And it should worry all of us. In a global economy that lives or dies by its dependence on consumer spending, transportation becomes a vital link in getting products to consumers through something called “the supply chain”.

    The supply chain is a network of transportation that takes goods from factories to airplanes and eventually to warehouses and eventually us.

    And what’s the weak link here?

    “The breakdown is in the supply chain in general,” a Port of Los Angeles longshoreman said.

    However, this supply chain didn’t just have weak links, it looked like a roving gang with bolt cutters tore into it.

    Take Christmas for instance, those decorations that didn’t show up in August could be the only thing we get.

    “The cut-off was probably about a month ago,” said a L.A. warehouse manager, talking about when most of Decembers merchandise should have been here.

    But that supply chain, that network, now has holes in it and empty store shelves prove it.

    What are stores doing about the supply chain problem?

    Frankly, everything they can and everything they can think of because if they aren’t selling, they aren’t making any money.

    Stores blame shipping companies and shipping companies blame overseas companies, who blame the shipping companies and it goes round and round until it just becomes background noise, leaving Laura Zarate, paying more for much less to buy.

    People started noticing it when ships mysteriously started dropping anchor off the coast of California.

    A backup caused by only so many parking spots and so many employees unloading the ships.

    “Everything. Everything on paper, your shirts, your shoes, your bike, computers, air conditioner, everything. Everybody’s waiting for,” said dock workers when asked about the growing problem.

    The world shutdown is the cause but experts say we added to the problem by believing stories shipping companies spun of how their super-efficient delivery system meant you didn’t need a stockpile of stuff.

    “We’ve had a lot of shortages, truck drivers and high utilization of our supply chains since the pandemic started. When you put all that together plus the shift of consumer spending from more services more towards goods, which has created more demand so it’s kind of like a perfect storm really says everything that could go wrong did go wrong and all at the same time,” said Michael Bomba, Ph.D., of the G. Brint Ryan College of Business, at the University of North Texas.

    He says we will soon have to address the issue of better pay for truck drivers, another by-product of shifting spending and COVID.

    (Hat tip: Vance Ginn.)

  • Among the items hit by supply chain shortages: Thanksgiving staples. (Hat tip: Stephen Green at Instapundit.)
  • “Now More Than 100 Container Ships Are Waiting outside the Ports of Los Angeles and Long Beach.” That’s back on November 1.
  • Today: 111 container ships at dock.
  • Supply Chain Dive has a Port of LA and Long Beach tracker, though right now it seems heavier on policy announcements than actual action to relive congestion. One positive change: “The City of Long Beach is waiving container stacking rules for 90 days to help with port congestion. Previously, stacks could only be two containers high. Now, the city is allowing stacks of up to four containers, or up to five with a special permit.”
  • Some tweets:

  • Locally, the luncheon meat shortage at HEB seems mostly over, but Sam’s doesn’t appear to be stocking 12 oz cans of Diet Dr Pepper, only 20 oz bottles and cans of Dr Pepper Zero Sugar, which has a different formula. So far I don’t like it as much…

    Supply Chain Update for October 28, 2021

    Thursday, October 28th, 2021

    Another week, another roundup on the supply chain issues plaguing America and the world.

  • The supply chain problem is one of the big reasons economic growth dropped to an anemic 2% in Q3. The Trump boom/post-Flu Manchu recovery has ended, and the Biden economy has kicked in.
  • Here’s a pretty revealing thread about the Los Angeles/Long Beach Port problems:

    All this, of course, is on top of the previous banning of older trucks and non-union owner operators.

  • But remember: There’s no problem a government “solution” can’t make worse: “Biden hopes fines on lingering cargo containers ease congestion at major U.S. ports.” “The twin ports of Los Angeles and Long Beach will charge carriers $100 per day for each container lingering past a given timeline starting Nov. 1.” Yeah, that’s going to magically conjure trucks and drivers out of thin air.
  • Another problem is the change in containers, and the requirements for matching truck chassis types, has added still another point of failure (from 2015):

    Ten years ago, the largest container vessels that entered the ports carried 8,500 twenty-foot containers, or TEUs. Each shipping company operated their own cargo ships. The containers inside were generally all the same, and they were loaded systematically for efficient unloading at each dock.

    Now, the ships are much larger, carrying 14,000 TEUs, said Philip Sanfield, a spokesman for the Port of Los Angeles, adding that the ships are only getting bigger, and soon ships carrying 16,000 TEUs will enter the seas. The companies have begun forming alliances with one another to share these larger ships. Each company’s cargo containers are different – so it takes longer for dock workers to sort and unload them. It saves the shipping companies money, but makes for longer hours for dock workers and truckers.

    “That’s an inefficiency in the system that is driven by an efficiency: the move toward larger vessels,” says Thomas O’Brien of the Center for International Trade and Transportation at Cal State Long Beach. “But the impact is felt on the dock side.”

    One example of how this plays out: a truck driver spends hours waiting at the docks for the container he or she has been assigned to haul, which has to be moved from the bottom of a tall stack of other containers.

    But even before waiting for a cargo container, the driver must be matched with a chassis – the trailer that the container sits on top of. That process also involves a lot of waiting, and often some hunting. Drivers have to find one that will match the cargo container that he or she has been assigned to haul.

    In the past, this matching process was relatively simple because the shipping companies also owned their own chassis fleets and managed them from their shipyards.

    But during the recession, the shippers got out of the chassis business, turning them over to third-party companies to lease and maintain. The transition has created scattered mix of chassis on various terminals, and ultimately, a chassis shortage at a time when bigger ships are showing up with more cargo. Truckers told KPCC it’s difficult for them to know where they can find a chassis that will match the container they are assigned to haul, and often find themselves on what amounts to a wild goose chase.

    “There were times, when we would have 10 to 15 guys looking for one particular chassis, and we just had to wait,” said Danny Lima, the employee truck driver. “I heard stories that there are no chassis at one certain terminal because they were all at another terminal. “

    “I’m praying that there is going to be a chassis,” says Rafael, the independent trucker. “Because I can spend an hour driving around the terminal looking for chassis.”

  • Another problem: California’s Flu Manchu restrictions.

    California had some of the most stringent COVID-19 limitations of any state in 2020 when the horrendous backlog began. There was a need for more workers as demand for imported goods was skyrocketing, but California had far fewer available due to drastic government restrictions.

    In addition, overly generous government unemployment payouts reduced the need or incentive for people to work, reducing the available supply of willing truckers or longshoremen.

    When the supply chain is pinched like this, inflation rears its ugly head.

    Federal Reserve Chairman Jerome Powell has blamed recent inflation on supply chain bottlenecks. When these bottlenecks occur, consumers and businesses soon experience shortages of basic commodities and goods like new and used cars, washing machines, or medical supplies. Inflation soon follows.

    Unfortunately, many bottlenecks in supply chains occur because of government meddling.

    Politicians’ recent alarm over the Port of Los Angeles should be focused on how government officials forced docks and logistics companies, and everyone else, to follow everchanging, arbitrary COVID-19 restrictions, which worsened repeated green and labor mandates that have gummed up supply chains for years.

  • A trade group for air cargo companies like UPS and FedEx is urging the Biden Administration to push out the vaccine mandate:

    A trade group for air cargo giants like UPS and FedEx is sounding the alarm over an impending Dec. 8 vaccine deadline imposed by President Joe Biden, complaining it threatens to wreak havoc at the busiest time of the year — and add yet another kink to the supply chain.

    “We have significant concerns with the employer mandates announced on Sept. 9, 2021, and the ability of industry members to implement the required employee vaccinations by Dec. 8, 2021,” Stephen Alterman, president of the Cargo Airline Association, wrote in a letter sent to the Biden administration and obtained by POLITICO.

    The letter, sent to the Office of Management and Budget , asks the administration to postpone the deadline until “the first half of 2022.” At issue is the requirement by the Biden administration that federal workers be fully vaccinated by Dec. 8. Unlike private businesses, companies that act as federal contractors cannot opt out by instead submitting their workforces to frequent Covid testing.

    (Hat tip: Not the Bee.)

  • Our supply chain problems are a culmination of years of bad policy decisions by America’s elites:

    Our vulnerability to supply chain disruption clearly predates the Biden Administration, forged by the abandonment of the production economy over the past 50 years by American business and government, encouraged and applauded by the clerisy of business consultants. The result has been massive trade deficits that now extend to high-tech products, and even components for military goods, many of which are now produced in China. When companies move production abroad, they often follow up by shifting research and development as well. All we are left with is advertising the products, and ringing up the sales, assuming they arrive.

    Unable to stock shelves, procure parts, power your home, or even protect your own country without waiting for your ship to come in, Americans are now unusually vulnerable to shipping rates shooting up to ten times higher than before the pandemic. Not surprisingly, pessimism about America’s direction, after a brief improvement Biden’s election, has risen by 20 points. The shipping crisis is now projected to last through 2023.

    Not everyone loses here. For years the American establishment saw China as more of an opportunity than a danger. High-tech firms, entertainment companies, and investment banks profit, or hope to, from our dependency, becoming in essence the new “China lobby.” Behind the scenes these representatives of enlightened capital often work to prevent condemnation for the Middle Kingdom’s mercantilist policy, and its joint repression of democracy and ethnic minorities.

    After all, the pain is not felt in elite coastal enclaves, but in Youngstown, south Los Angeles, and myriad other decaying locales. Meanwhile, by enabling China’s focus on production, and the conquest of technologies related to making goods, we have devastated large parts of our country. This shift has cost us 3.7 million jobs since 2000. Throughout the period between 2004 and 2017, the U.S. share of world manufacturing shrank from 15 to 10 percent, while our reliance on Chinese inputs doubled, even as our dependence on Japan and Germany shrank.

    Snip.

    Some businesses are catching the drift. McKinsey and Company surveyed supply chain executives last year and found that nearly all respondents agree that their supply chains are too vulnerable. According to March 2020’s Thomas Industrial Survey, COVID-19 supply chain disruptions accelerated the search for locally-sourced materials and services. Up to 70 percent of firms surveyed said they were “likely” or “extremely likely” to re-shore in the coming years.

    The exodus from China also includes Asian and other foreign firms. UBS projects 20 to 30 percent of all Chinese capacity moving, which on $2.5 trillion of Chinese exports would imply $500 billion to $750 billion shifting elsewhere, notably to the big market of North America. Last year, Taiwan Semiconductor Manufacturing, the world’s leading chip foundry, decided to build a $12 billion new plant in Arizona, and Samsung, a huge Korean chipmaker, is also shopping in the United States for a $17 billion plant. This would remove one of the most devastating causes of supply chain problems, which has dramatically slowed auto production.

    Some major American companies, including Black and Decker, Whirlpool, General Electric, Apple, Caterpillar, Goodyear, General Motors, Little Tykes, and Polaris have begun to reshore some production. They are not alone. In 2019, for the first time in a decade, the percentage of United States manufacturing goods that were imported dropped, notes a recent Kearny study, with much of the shift coming from east Asia.

  • “After years of ‘Made in China,’ supply chains consider alternatives.”

    The “Made in China” label is ubiquitous in the United States, stamped on everything from industrial machinery to a pair of flip flops. But risks — from rising costs, to a trade war, to a pandemic — have prompted companies to rethink their relationships with suppliers and China.

    “We’ve realized that we put too much power in a single country,” said Dawn Tiura, CEO of Sourcing Industry Group.

    Snip.

    The same risk factors that drove supply chains to diversify also drove them to think about reshoring to the U.S. Proximity allows shorter transit times, lower emissions and the ability to tout a “Made in USA” label. Import duties are no longer a concern. Total cost of ownership is often lower.

    A Thomas study that polled respondents in March found 83% of manufacturers are likely, very likely or extremely likely to reshore, up from 54% in March 2020. But reestablishing manufacturing bases in the U.S. could prove challenging, after decades of standing them up in Asia and Latin America.

    “It is extremely difficult to reverse the 30+ year trend of outsourcing and offshoring manufacturing to emerging market countries,” a chemical manufacturer in the Thomas survey said. “We no longer have the talent and expertise nor capital equipment to effectively manufacture key critical components of major products and assemblies.”

  • Ace Hardware Shelves Go Bare While Supply Chain Crisis Rages.” “We order twice a week. Normally it just takes two or three days to get back in stock on something…But during the pandemic and then with a certain category being out of stock, we’ve been out of certain products for three or four months.”
  • More on part supply shortages:

  • Health supplies:

  • Heh:

    As far as local conditions in Texas, I can say that I’m only seeing small disruptions in the grocery store supply chain at my local HEB. Luncheon meat was very short there on a recent visit, but I didn’t notice any other particular absence. A few weeks ago, the big Member’s Mark store brand toilet paper at Sam’s was completely out, but it had been completely refilled a week later.

  • Reminder:

  • Here’s a piece that says lazy crane operators are to blame, according to some truck drivers. “The crane operators take their time, like three to four hours to get just one container.” Eh, something about this doesn’t ring true. Maybe they had to wait three or four hours for the operator to get their container off the stack.
  • Is the supply chain problem being deliberately inflicted on the American people to force them to swallow the vaccine mandate?

    Deputy Treasury Secretary Wally Adeyemo may have accidentally leaked the cause of America’s supply chain issues.

    “The reality is the only way we’re going to get to a place where we work through this transition is if everyone in America and everyone around the world gets vaccinated,” Adeyemo admitted in an interview with ABC News.

    Starve them out, let the dissenters suffer, and those who bought into this agenda will turn against them.

    Adeyemo said that the Biden Administration has already provided “the resources the American people need to make it to the other side.”

    Basically, everyone should give into the vaccine mandate or face the consequences. They are masking authoritarianism as utilitarianism. The vaccine has not been mandated at the federal level in the US, yet, but it is apparent that the government plans to make life as difficult as possible for those who do not obey.

    Echoing the Fed, Adeyemo said that inflation is “transitory,” and “as part of the transition we are seeing higher pieces for some of the things people have to buy… That’s exactly why the president was focused in the American Rescue Plan in ensuring on getting stimulus into the hands of the American people, so they’d be able to buy the products they need.”

    Yes, the government expects us, the Great Unwashed, to be thankful for their measly handouts to purchase unavailable products at an all-time high. There is a reason people have recently nicknamed the president “bare shelves Biden,” with the hashtags #BareShelvesBiden and #EmptyShelvesJoe becoming a viral sensation.

    Although the Biden Administration met with the Ports of Long Beach and Los Angeles, which handles 40% of the nation’s goods, the promise of a 24/7 operation has not yet occurred. There is no ETA for when the ports will begin 24/7 operations either. Some ships are allegedly waiting 12 days at anchor before reaching the dock, and over 60 vessels are idled in the San Pedro Bay at the moment. With one of the nation’s busiest shopping holidays approaching (Black Friday) followed by ongoing seasonal shopping, this matter is likely to turn ugly.

  • Other voices of the same opinion

  • Relevant to LA and Long beach’s problems: “Port of Houston Awards Contract to Begin Houston Ship Channel Dredging.”