Tag Archives: Transportation

Big Brother Arrives: China Bans People With “Bad Social Credit” From Planes, Trains, by Tyler Durden

If the US institutes social credit scores, SLL probably won’t be able to rent a bicycle. From Tyler Durden at zerohedge.com:

Two years ago, we reported that various cities throughout China are currently piloting a “social-credit system” that will assign a “personal citizen score” to every single person based on behavior such as spending habits, turnstile violations and filial piety.

Hangzhou’s local government is piloting a “social credit” system the Communist Party has said it wants to roll out nationwide by 2020, a digital reboot of the methods of social control the regime uses to avert threats to its legitimacy.

More than three dozen local governments across China are beginning to compile digital records of social and financial behavior to rate creditworthiness. A person can incur black marks for infractions such as fare cheating, jaywalking and violating family-planning rules. The effort echoes the dang’an, a system of dossiers the Communist party keeps on urban workers’ behavior.

In time, Beijing expects to draw on bigger, combined data pools, including a person’s internet activity, according to interviews with some architects of the system and a review of government documents.

Input data for the social credit system comes from a variety of government sources.

We warned at the time that this ‘score’ could be used to blacklist citizens from loans, jobs, or travel, for example.

Algorithms would use a range of data to calculate a citizen’s rating, which could then be used to determine all manner of activities, such as who gets loans, or faster treatment at government offices or access to luxury hotels.

So, imagine our shock, following China’s massive censorship efforts over the last few weeks surrounding Xi’s successful push to become emperor for life, when China said this week it will begin applying its so-called social credit system to flights and trains and stop people who have committed misdeeds from taking such transport for up to a year.

To continue reading: Big Brother Arrives: China Bans People With “Bad Social Credit” From Planes, Trains

Recession Watch: Freight Volume Drops, Worst Level since 2010, by Wolf Richter

People are throwing the term “recession” around all over the place, Wolf Richter among them. That may not be technically correct. SLL thinks we’re not in a recession, we’re in a continuing depression that started at the turn of the century. However you want to look at it, it seems clear that the economy is entering another sinking spell. From Richter at wolfstreet.com:

Inventory glut, lousy consumer demand, the global economy…

Freight shipments by truck and rail in the US fell 4.9% in April from the beaten-down levels of April 2015, according to the Cass Transportation Index, released on Friday. It was the worst April since 2010, which followed the worst March since 2010. In fact, shipment volume over the four months this year was the worst since 2010.

This is no longer statistical “noise” that can easily be brushed off.

The Cass Freight Index is based on “more than $26 billion” in annual freight transactions by “hundreds of large shippers,” regardless of mode of transportation, including by truck and rail. It does not cover bulk commodities, such as oil and coal and thus is not impacted by the collapsing oil and coal shipments. The index is focused on consumer packaged goods, food, automotive, chemical, OEM, heavy equipment, and retail.

In a similar vein, the Association of American Railroads reported last week that loads of containers and trailers fell 7.5% in April year-over-year. “Intermodal” is a direct competitor to trucking. Combined, they’re a measure of the goods-based economy.

The Cass Freight Index is not seasonally adjusted. Hence the strong seasonal patterns in the chart. Note the beaten-down first four months of 2016 (red line):

And May is not going to look much better. The report:

May is usually a relatively strong month for freight shipments, but given the high inventories with ever slower turnover rates and the decline in new production orders, May could be another soft month.

These inventories are a doozie. Total business inventories have ballooned since late 2014, even as business sales have declined. On Friday, the Commerce Department reported the March installment of that story: total business sales (adjusted for seasonal and trading-day differences but not for price changes) fell once again, this time by 1.7% from a year ago; and business inventories rose by 1.5% from a year ago.

As a result, the crucial inventory-to-sales ratio, which tracks how long unsold inventories sit around and gather dust, has blown out to the same crisis level it had spiked to following the Lehman bankruptcy:

With sales down and inventories very high, businesses are trimming their orders to bring inventories back in line, and this is impacting the transportation industry.

Due to falling volume and “very soft rates,” as the report puts it, shippers have spent 8.3% less in April than a year ago, the lowest April spend since 2011. “With ample capacity available across the modes, competition for loads is holding rates down,” the report explains.

To continue reading: Recession Watch: Freight Volume Drops, Worst Level since 2010

The Transportation Recession Spreads, by Wolf Richter

Yet another indication the economy is in a recession that is picking up steam. SLL gives more credence to privately generated economic numbers than to government ones (if you have to ask why, you’re on the wrong site), and the ones cited in this article are doozies. From Wolf Richter at wolfstreet.com:

In January, orders by trucking companies for Class 8 trucks – the big rigs that haul freight on North American highways – plunged 48% from a year ago, to 18,062 units.

The fiasco started in earnest in September. Since then, orders have become “unusually volatile,” as FTR, a transportation analysis and forecast provider, put it in its report. “Unusually volatile” means they are heading south in an unruly manner.

In 2014, orders for Class 8 trucks had reached 376,000 for the year. US truck makers were ecstatic. They cranked up production and hired people. Trucking companies were on cloud nine. Capacity was tight, rates soared. There was talk of driver shortages.

But in 2015, particularly in the last few months of the year, reality was sinking in: oversupply of trucks, weak demand from shippers, and therefore declining spot rates. In response, trucking companies slashed their orders for new equipment. For the year 2015, orders for Class 8 trucks plunged 24.5% to 284,000. “And now,” the report said, “2016 is starting off even weaker.”

The last few months have been crazy. In October, according to FTR, orders for Class 8 trucks plunged 45% year-over-year to 25,000, or a “still impressive” 324,000 orders for the last 12 months.

In November, orders plunged 59% year-over-year to just 16,475, the worst November since 2009. This was “a major disappointment,” FTR explained euphemistically, with “all of the OEMs, except one,” experiencing “unusually low orders for the month.” This brought orders for the past 12 months down to 300,000 units. The report at the time, with a hue of desperation:

The November orders are very concerning. People were optimistic when orders held up well during the summer. Now we get into the peak order season and have the lowest orders of the year. The weak orders are the reason for the recent OEM announcements regarding production cutbacks and layoffs.

Truck inventories are high and retail sales have stalled. The industry would appear to have enough new trucks for now. The manufacturing sector has sputtered and freight growth has slowed. Orders should stabilize soon, but backlogs will be shrinking, necessitating larger production cuts than were previously expected.”

In December, orders plunged 36% year-over-year to 27,800 units, though it was a big jump from November and was “considerably” above the beaten-down expectations. It dragged orders for the 12 months down 24.5% to 284,000 units.

To continue reading: The Transportation Recession Spreads

The “Real Stuff” Economy Is Falling Apart, by John Rubino

From John Rubino at DollarCollaps.com via theburningplatform.com:

Each month one or two high-profile government reports show the US is growing, adding jobs and generally recovering from the Great Recession. But it’s not clear how that can be, when the part of the economy that makes and moves real things keeps shrinking. Here’s a chart, published recently by Zero Hedge, showing that US manufacturing has been contracting for the past year:

Meanwhile, the companies that move physical things around are falling hard:

Railroad stocks drop after companies give downbeat outlooks

Railroad stocks dropped sharply Wednesday, after both Kansas City Southern and CSX Corp. provided downbeat outlooks for the current quarter at an analyst conference.

The sector’s decline helped pull the Dow Jones Transportation Average, down 2.1%, much more than the 0.9% decline in the Dow Jones Industrial Average. Kansas City Southern’s stock was the biggest loser in the group, tumbling 7.1% on volume that was more than double the full-day average, according to FactSet.

To continue reading: The “Real Stuff Economy Is Falling Apart”

Crisis Progress Report (13): Time for the Crash, by Robert Gore

From the last Crisis Progress Report, dated October 1: “Assume a rally like the one in 2008 is in the offing. If the 2008 rally’s timing is any guide, this one will start between now and New Year’s, but there are no assurances; it may begin next year.” SLL did not know then that the rally was already underway, the market having made its recent closing low on September 28. Now that the market has rallied, in the perverse way that markets work, Friday’s employment report, the best in some time, may well kick off the next down leg. October has had its share of market crashes, so with fear high at the beginning of the month, the market rallied and October was its best month in years. November and December are often strong, marked by end-of-the-year “Santa Claus” rallies. Again, in their perverse way, markets this year may leave a lump of high-sulfur-content, CO2-releasing, soon-to-be-outlawed coal in investors’ stockings.

This latest employment report will be revised multiple times; it is subject to a variety of abstruse statistical criticisms; it is seasonally and birth-death-model adjusted; it shows that almost all the jobs in October were taken by older workers, and finally, employment is, as any economist will tell you, a lagging indicator. Whatever the ambiguities in the employment report, there is no gainsaying that debt contraction is rolling through, and roiling, the global economy in textbook fashion. Global debt, central bank and government-force fed, approaches $225 trillion and has grown faster than global GDP for decades. It is the most massive in history, measured in either absolute terms or in relative terms against global GDP.

Debt is close to or at a high point that may not be exceeded for decades, but the underlying forces of contraction are in full flower. They first appeared in the most leveraged sector relative to its ability to repay: natural resources. China blew a debt-fueled bubble, and its economic “miracle” stoked investment in natural resources around the world. That investment binge was aided mightily by artificially low, central-bank suppressed interest rates. Once China’s bubble started to deflate, as all such bubbles must, investment that looked “opportunistic” on the way up has became malinvestment, with gluts in oil, iron ore, coal, aluminum, nickel, fertilizer, and a host of other raw materials.

Earlier this year, it was possible, if one was completely ignorant of debt dynamics, or “debtonomics” as SLL has christened them (see Debtonomics Archive), to argue that the raw materials situation would be contained. The same assurances were given in 2007 about the pending collapse of the housing and mortgage finance markets, and the present assurances will prove as spot off as those were. Natural resources are a far larger part of the global economy than the what proved to be earth-shaking US housing and mortgage finance market was in 2007. There are too many debt contraction ripples rippling out; the only way the contained argument can be made now is through willful ignorance. (SLL has been glutting its blog postings with stories on those ripples. Rather than clutter up this article with a multitude of links, readers who have missed those stories and are interested should scan through the blog over the last month.)

The glut of raw materials has led to a glut in raw materials transport. Tankers, bulk shipping vessels, and container ships are in oversupply and shipping rates have collapsed, in some cases to all time lows. China’s exports and imports are shrinking, as is overall global trade. The ripples are reaching US shores, where railroads are reporting shrinking volumes of not just natural resources, but chemicals, containers, and industrial products. The trucking industry is following suit; the US load-to-truck ratio just hit a 33-month low. Neither US railroads nor trucks are directly tied into China, but they are nevertheless being affected by reduced demand from China that is anything but “contained.”

Notice that the contraction has moved beyond raw materials. Cheap money and China’s supposedly perpetually expanding demand prompted fervid increases in Chinese and global industrial capacity, now overcapacity. Exhibit A is the steel industry, burdened with massive oversupply. Its raw material, iron ore, has gone from $154 per dry metric ton in February of 2013 to its current price below $50 per dry metric ton. It’s the same story with cement, finished aluminum and copper products, industrial machinery, tractors, and engines, to name a few. The segment of the global economy that makes things, especially the segment that makes things for other industrial users, is looking at gluts as devastating as those faced by producers of raw materials. Last month, Daniel Florness, the CEO of Fastenal, a US company that makes nuts, bolts, and other fasteners said, “The industrial environment is in a recession—I don’t care what anybody says, because nobody knows that market better than we do. You know, we touch 250,000 active customers a month.” (“‘Our Data Is Not Good’ – US Companies Warn That A Recession Is Coming,” by Tyler Durden, SLL, 10/26/15).

The fashionable refrain is that none of this will put the US in a recession because the US economy is based on services, not mining, manufacturing, and exports. The stock market has recovered most of its August and September losses, the housing market is holding up, and service sector statistics still show growth. This optimism is misplaced. The things-you-can-touch economy buys legal and financial services, communications, technology, insurance, consulting, office space, real estate, and advertising. The idea that significant cutbacks by America’s mining, manufacturing, transport, and distribution companies will have minimal impact on its service companies ignores the extensive commercial relationships between the two groups.

Layoffs have begun in mining, oil, and gas and will spread. The newly unemployed cut back on store trips, restaurants, entertainment, and other discretionary spending in the service economy. They may, heaven forbid, even cut back on their smart phone usage. Then we’ll know that things are really, really bad. About the only sector that may appear immune, at least for a while, is the government, but the relative health of this nonproductive—or more accurately, counterproductive—sector, will come, as it always does, at the expense of the rest of the economy.

One of the US’s world-beating service industries—the production, packaging, and distribution of debt—is already showing the strain. Fracking and mining companies are seeing their credit lines curtailed or eliminated, and bond financing unavailable or prohibitively priced. What started in the oil and gas corner of the bond market—widening credit spreads—has spread out to a general increase. The ultra-cheap interest rates that allowed companies to finance shareholder friendly dividends and buybacks are ratcheting up. Banks are cutting their commitments to both the investment grade and high-yield corporate bond markets. Constriction in credit markets often precedes significant stock market declines, but hey, things are different this time. Flinty creditors spend all their time looking at boring old balance sheets, revenues, expenses, and cash flows. Equity markets have hope and faith and central bank pixie dust!

They can ignore the writing on the wall, but not the wall. That would be the one into which the global economy is smashing. Pixie dust has probably taken US equity markets about as far as they’re going to go. A crash that begins before Christmas will surprise only those who still believe in Santa Claus.

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