Fall 2017 Newsletter - Growth & Trade - A Firming and / or Fragile Recovery
Fall 2017 Growth and Trade.pdf Growth & Trade - A Firming and / or Fragile Recovery Bob Beegle I have always believed in a version of the trickle-down theory, at least in tracking markets, by starting at the top to follow a Reader’s Digest summary of global growth and trade down to transportation, utilization and earnings. All indicators will never totally agree, but they give an overall view of what’s happening, although with the standard stock broker’s disclaimer – “historical and current performance is not necessarily an indication or guarantee of future performance”. In the past we saw a recovery two or three years after each downturn in the markets which Marcon specializes in. We are now eight years and two months, but who’s counting, since the official end of the last Great Recession. For years I fought calling this as a new normal and kept expecting a turn-around, if not next year, then the following. I have finally come to the realization that there is no normal. We are not back to pre-crisis levels and downside risk continues due to political uncertainty and lingering possibilities of trade wars. This is exacerbated by imbalances in the vessel & barge supply / demand equation from blue-water to brown-water markets. All we can do is play with the cards dealt each and every day, and stay resilient enough to not only survive the risks, but take advantage of opportunities that may arise.
According to the International Monetary Fund’s July “World Economic Outlook Update – A Firming Recovery”, the pickup in global growth anticipated in the April report remains on track, with global output projected to grow 3.5% in 2017 and 3.6% in 2018. U.S. projections though are lower than in April, primarily assuming that fiscal policy will be less expansionary going forward than previously anticipated. Growth was revised up for Japan and especially the Euro area, where positive surprises to activity in late 2016 and early 2017 point to solid momentum. China’s growth has also been revised up, reflecting a strong first quarter 2017 and expectations of continued fiscal support. In comparison, the World Bank’s June 2017 “Global Economic Prospects – A Fragile Recovery” forecasts slower growth even as global activity is firming up as expected and manufacturing and trade are picking up. The World Bank predicts global growth to strengthen to 2.7% in 2017 and 2.9% in 2018-19, with emerging market and developing economies to grow 4.1% in 2017 and reach an average of 4.6% in 2018-19. A 1.9% growth is expected for Advanced Economies in 2017, before moderating gradually in 2018-19. While risks around the global growth forecast appear broadly balanced in the near term, both the IMF and the World Bank agree that they remain skewed to the downside over the medium term. On the upside, the rebound could be stronger and more sustained in Europe, where political risk has diminished. On the downside, rich market valuations and very low volatility in an environment of high policy uncertainty raise the likelihood of a market correction, which could dampen growth and confidence. Economic policy uncertainty remains at high and could rise further, reflecting - for example - difficult-to-predict U.S. regulatory and fiscal policies, increased trade protectionism, negotiations of post-Brexit arrangements, and geopolitical risks. This could harm confidence, deter private investment, and weaken growth.
In the U.S., real gross domestic product (GDP) increased at an annual rate of 2.6% in the second quarter of 2017 according to their “advance” estimate, following a 1.2% increase the first quarter. The increase in real GDP reflected positive contributions from personal consumption expenditures, nonresidential fixed investment, exports, and federal government spending partly offset by negative contributions from private residential fixed investment, private inventory investment, and state and local government spending. Note that in these reports, I am not concerned with trade deficits or differences between imports and exports. Exports of goods (excluding services) total census basis increased $1.7 billion over the previous month to US$ 128,759 million, the highest monthly figure since April 2015. Imports of goods, at US$ 192,764 million in June, were slightly lower than April and May’s figures. U.S. exports and imports to and from Canada over the first six months of 2017 were US$ 139,864 million and US$ 150,369 million respectively. U.S. exports and imports to and from Mexico for the same period were US$ 118,793 million and US$ 155,080 million.
Under U.S. law, vessel operators must report domestic waterborne commercial movements to the U.S. Army Corps of Engineers. June 2017’s (bold red line) 49.1 million short tons of all commodities carried on internal U.S. Waterways was both the second lowest tonnage carried this year and second lowest carried in the month of June over the last five years, as was the 13.3 million short tons of petroleum. As an example of the market, Kirby Corp. reported inland barge utilization in the mid – high 80% range for 2Q2017 compared to high 80% to low 90% range in the first quarter. Demand for inland tank barge transport of petrochemicals and black oil was stable year-over-year, while demand for refined petroleum products and agricultural chemicals was lower. Both term and spot contract pricing were at lower levels relative to 2Q2016. Spot pricing remained stable compared to the 1Q2017. In the coastal market, tank barge utilization was in the high 60% to mid-70% range during 2Q2017 as the market became incrementally weaker relative to earlier in the year. Demand for transport of black oil, petrochemicals, and dry products was stable, while demand for the transport of refined petroleum products and crude oil was lower than 2Q2016, as weakness in those markets persists due to an oversupply of barrel capacity. The trend of coastal vessels moving into the spot market at the expiration of term contracts continued, increasing idle time and voyage costs. A total of 3.8 million tons of chemical were carried on U.S. internal waterways, the lowest tonnage carried since February 2014. 11.1 million tons of coal and coke were carried in June. Food and Far Products carried were 6.2 million tons, the second lowest tonnage this year, but up slightly compared to June 2016. The U.S. Department of Transportation’s Bureau of Transportation Statistics’ Freight Transportation Services Index measures the month-to-month changes in for-hire freight shipments in the United States by trucking, rail, inland waterways, pipelines and air freight in tons and ton-miles, combined into one index. The Index (TSI) fell 0.8% in June, due to significant decreases in trucking and waterborne freight, after reaching an all-time high in May. The June 2017 index level (126.2) was 33.3% above the April 2009 low during the most recent Great Recession. For-hire freight shipments measured by the index were up 1.3% in June compared to the end of 2016. For-hire freight shipments are up 11.2% in the five years from June 2012 and are up 15.0% in the 10 years from June 2007. All but one of the major freight modes grew since the recession that ended in June 2009 with rail intermodal growing the fastest, rising 50.6% from June 2009 (the end of the economic recession) to December 2016 (graph left). The sole exception was rail carloads which declined 0.8%. The drop in rail carload shipments took place at the same time as a decline in coal shipments. All modes had declined during the recession as the freight TSI fell 16.3% from January 2008 to its low point in April 2009. The biggest decline was in the air freight index, down 26.5%, followed by rail carloads, -23.0%; waterborne, -18.6%; rail intermodal -18.1%; trucking, -14.5%, and pipeline, -4.7%. U.S.-NAFTA freight totaled $98.2 billion as all five major transportation modes carried more freight by value with North American Free Trade Agreement (NAFTA) partners Canada and Mexico in May 2017 compared to May 2016, according to the TransBorder Freight Data released by the U.S. Department of Transportation’s Bureau of Transportation Statistics (BTS). The 9.4% rise from May 2016 is the seventh consecutive month in which the year-over-year value in current dollars of U.S.-NAFTA freight increased from the same month of the previous year. The value of commodities moving by pipeline increased 60.3%, vessel by 28.4%, air by 8.7%, rail by 7.0%, and truck by 5.0% (graph right). In contrast with recent months, there was only a modest year-over-year increase in the price of mineral fuels (3.8%). In May, the increase in the value of freight by pipeline and vessel more closely reflected a greater volume of mineral fuels moved rather than an increase in the price of those commodities. According to the latest June 2017 Cass Freight Index Report, not only have both the North American Shipments and Expenditures Indexes been positive for six months in a row, but they are showing accelerating strength. Throughout the U.S. economy, there are a growing number of data points suggesting that the economy continues to get “slightly” better. Some data points are simply less bad, but an increasing number of them are better, and even a few are becoming outright strong. The 4.8% YoY increase in the June Cass Shipments Index is yet another data point which confirms that the first positive indication in October was a change in trend. In fact, it now looks as if the October 2016 Cass Shipments Index, which broke a string of 20 months in negative territory, was one of the first indications that a recovery in freight had begun. Data is suggesting that the consumer is finally starting to spend a little, albeit not with brick and mortar retailers. It also suggests that, with the surge in the price of crude in October of last year, the industrial economy’s rate of deceleration first eased and then began a modest improvement led by the fracking of drilled uncompleted wells, especially in the fields with a lower marginal production cost (i.e., Permian and Eagle Ford). Cass Information Systems has been questioning, “How fast will the recovery from here be?” However, the overall freight recession, which began in March 2015, appears to be over and, more importantly, freight seems to be gaining momentum in most segments. The June sequential pattern was not as promising. Following a very strong May, June posted a slight decline of 0.4%. Expenditures (or the total amount spent on freight) turned positive for the first time in 22 months in January 2017, albeit against an easy comparison. Not since 2011—when the economy was still climbing out of the recession—had this index been so low. Cass’ Expenditures Index in January 2016 was the worst in five years, as demand had weakened and crude oil fallen below $30 a barrel. Rails have seen persistent weakness for almost two years, however, the most recent week of data suggests that the higher price of crude (WTI $44 when the Cass report written) is driving increased activity in on-shore oil and gas exploration as companies with drilled uncompleted wells are choosing to proceed with fracking. Just as the dramatic drop in fracking led into the industrial recession in March 2015, it now appears to be in the early stages of leading us, or at least rail, out.
After looking at these snapshots of various leading economic, trade and transportation indicators, I see a mixed bag of data. There does not seem to be a clear answer to whether we are seeing a “firming” or a “fragile” recovery. There is not universal movement to “all is getting better”, though in some cases “it is less bad”. When I add into the mix the continuing political uncertainty, especially in the U.S., and the potential impact that has on domestic and international trade, I am still left wondering “will we ever return to pre-2008 crisis levels”. It just may be that our “new normal” is surviving this conflicting, uncertain world. |