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The Domino Effect of China’s Economic Slowdown

China's economic dip is slowing shipments of export cargo and import cargo in international trade.

The Domino Effect of China’s Economic Slowdown

In the 1800s a popular American saying was “As Maine goes, so goes the nation,” meaning that what happened in Maine had a significant impact on U.S. presidential elections.

Today, some economists are adapting that sentiment to “As China goes, so goes the world.”

Beijing recently announced a 6.7 percent economic expansion in the third quarter, matching predictions and consistent with its last two quarters. One is tempted to be encouraged by such remarkable stability. However, economists are looking beyond the numbers to observe that this year’s pace of growth will still be slower than last year’s, which was the slowest in 25 years. If that trend continues, what are the repercussions for both China and the rest of the world?

According to the Bank for International Settlements, the gap between China’s outstanding credit and its long-term economic growth is now wider than it has ever been. That could result in the kind of recession that crippled the U.S. economy in 2008.

The debt burden is too large to be solved by increased spending, but a crisis could be avoided through China’s tight control over its banks and industry, as well as adjusting the value of it currency. A debt-restructuring plan offers another option, though none has been proposed yet.

A Contagious Malaise

The China impact on the global economy and international trade might not be as profound if other nations were picking up the slack. Unfortunately, optimism is in short supply from Britain to Brazil.

An increase in trade volumes would help stabilize markets, but 2017 economic forecasts are already being downgraded – and they weren’t that rosy in the first place. Both Britain and Europe have been adversely affected by the Brexit vote, at least in the short term. The U.S. economy can’t break free from a sluggish two-percent growth rate, with 2017 not expected to be any better no matter who is elected president next month.

The International Monetary Fund has cut its 2017 predictions for global growth, with most economists expecting 3.2 percent growth next year. Not surprising, then, that the World Trade Organization has reduced its trade forecast by more than one-third last month, and growth in international commerce is now predicted to lag behind the world economy for the first time in 15 years.

And next year? Trade may rise, but by as little as 1.8 percent. The most positive projection has it at 3.1 percent, still down from earlier expectations.

Bad Attitudes

One reason for such dire forecasts has been a growing hostility toward trade, which played a role in the Brexit decision and has been a heated debate topic for America’s presidential candidates. Globalization is no longer a goal but a threat.

Which brings us back to China. Much of the animosity that has arisen against trade has its origin in the emergence of China as an economic power.

Free trade used to be as popular as baseball and apple pie because of the lower prices it produced for many goods, and the competition that spurred American industry to greater quality and efficiency.

Today, many Americans now view trade as a rigged system that rewards countries that produce the cheapest products, often by paying the cheapest factory wages. Not only is China at the forefront of this movement, it is also under fire for currency manipulation and stealing U.S. trade secrets. The result: 3.4 million U.S. factory jobs gone since China joined the World Trade Organization, stagnant American wages, and an American trade deficit with China of more than $330 billion.

Donald Trump has promised to put a stop to all of this by renegotiating trade deals, and ditching both NAFTA and the Trans-Pacific Partnership (TPP). Hillary Clinton was for TPP before she was against it, but remains the best hope for its ultimate passage.

The Chinese government’s ability to stave off recession may be the most significant factor in how trade fares in 2017 and beyond. Its success or failure figures to have repercussions far beyond its own national borders.

South Korean court will decide whether Hanjin can continue to carry shipments of export cargo and import cargo in international trade.

Could Hanjin Bankruptcy Have Been Avoided?

As South Korea’s Hanjin Shipping Co. continues its struggle for survival, the company’s chairman and CEO claims bankruptcy protection might not have been necessary, if creditors had been more accommodating.

“We believe Hanjin Shipping’s troubles could have been avoided if creditors had provided support,” said Chairman Cho Yang-Ho, amidst apologies for supply-chain disruptions. “We had submitted to creditors a plan to inject 500 billion won ($451 million) into Hanjin Shipping over a two-year period.”

Before creditors halted support, Cho had planned to give 100 billion won of his personal wealth to help prop up the company, the executive said. Korean Air, also part of Hanjin Group, had been ready to provide 400 billion won.

Hanjin’s fate will now be decided in court. The company is required to submit a proposal for revival by December 23. Cho remained confident that the company can – and should – be salvaged.

Hanjin was once the world’s seventh-largest container line, but now ranks 10th with a market share that has fallen to 2.6 percent. Bankruptcy protection was sought after creditors rejected the company’s plan to deal with a $5.37 billion debt. If it goes under, it will be the largest such loss in the history of container shipping.

How Did This Happen?

A severe slump in global trade has made times tough for all carrier shipping firms, especially those doing business with China. But where other struggling shippers received government support, Hanjin did not. “We hit a wall as a private company competing against foreign shippers that receive billions of dollars from their governments,” Cho said.

Hyundai Merchant Marine Co. (HMM) another South Korean shipper, survived its own financial crisis with help from the state-run Korean Development Bank. In this case, creditors were more cooperative because HMM was not as behind on hire payments to ship owners.

Another factor was likely the realization that this isn’t the first time Hanjin has received substantial funding. Hanjin Group had injected around two trillion won ($1.8 billion) into the shipping firm since its acquisition in 2014, but just two years later the company has posted a net loss of more than 473 billion won in the first half of this year alone, after racking up total net losses of about 1.2 trillion won over the past three years.

Despite the emergency funds from Cho and the Hanjin Group, Hanjin ships have been stranded at sea.

Alliance Impact

The court overseeing the Hanjin receivership is open to offers. The only contender with enough financial clout is A.P. Moeller-Maersk’s container line, which may acquire both Hanjin and Hyundai Merchant Marine Co.

Still undetermined is how Hanjin’s financial misfortunes will impact its proposed entry into THE Alliance in April of 2017. Resolving its debt issues will likely be a prerequisite for the company’s participation, and that may only happen through acquisition by another firm, or closer ties with HMM. One unnamed source in the South Korean government has already stated that there is only room for one Korean line in the alliance.

US jobs for workers who handle shipments of export cargo and import cargo in international trade were down in September.

September U.S Job Numbers Shows Little Change

The final U.S. job report with the potential to impact the outcome of the November elections has arrived, and it doesn’t deliver good news for either candidate.

Granted, in this season of leaked emails and leaked audiotapes, the attention typically paid to the economy and employment has been lost amidst tabloid headlines. But if Hillary Clinton or Donald Trump were hoping for one more talking point to boost their campaign, it was not forthcoming.

Of course, that didn’t stop them from trying. Jacob Leibenluft, a senior policy adviser for the Clinton campaign, said the report “shows that the economy continues to create jobs and that wages continue to grow.” The Trump campaign called the report “weak,” and a sign that Democrat leadership continues to fail America’s workers.

The good: U.S. employers hired 156,000 workers last month. The bad: that was fewer than the 167,000 hired in August, and well bellow the 175,000 gain forecast among analysts polled by Reuters.

Unemployment is up as well, to 5 percent, though some analysts see this as a positive development. The theory is that some of the people who had stopped looking for work have re-entered the job market.

Average hourly earnings rose 0.2 percent, continuing a trend of “nothing to see here” that dates back to 2009.

In short, the country continues to experience modest growth – not enough for a celebration, but enough to keep worries over another recession at bay.

Will it be enough to trigger an interest rate hike in December? It has been talked about to the point where it begins to seem inevitable; yet housing starts are not back to a normal pace, though construction hiring did increase last month. Perhaps this is the one area where the results of the presidential election will have an impact.

Jobs by Industry

The biggest gainer in the September jobs report was professional and business services, which gained 67,000 jobs and are up more than 500,000 for the year.

Also up: Healthcare (+33,000), management and technical consulting services (+16,000), food services (+30,000), and retail (+22,000).

However, the slight overall uptick in employment was not shared by the transportation and warehousing industries, which lost 9,000 jobs. Manufacturing also suffered in September, as factory payrolls decreased by 13,000 after a 16,000 decline in August.

Perhaps the one net positive for September and 2016 to date has been the cumulative affect of several modest increases. As a result, the economy needs only about 80,000 to 100,000 jobs a month to keep up with growth of the population and labor force.

EXIM reauthorization would increase shipments of export cargo and import cargo in international trade.

Government Stays Open, Export-Import Bank Remains Hobbled

Right now, there are more than 30 proposals, totaling more than $20 billion, awaiting approval at the Export-Import Bank. As of October 1, they will now have to wait a little longer.

Proponents of the bank had hoped legislation to keep the government open past October 1 would also address the administrative roadblocks that have kept EXIM partially closed since July of 2015. Instead, the bank remains another victim of election year posturing, and the ongoing standoff between President Obama and a Republican-controlled Congress.

With all of the higher-profile issues in our current political climate, a bank that helps finance foreign purchases of U.S. goods for private businesses wouldn’t figure to be as exciting to the average voter as Trump’s tax returns or Hillary’s emails. This is the most publicity that this relatively obscure institution has seen in decades. Thus far, however, neither candidate has made the bank a priority among their promises.

Un-Chartered Waters

The troubles for EXIM began when the bank’s charter was allowed to expire last year. “This is a small step toward renewing a competitive free-market economy and arresting the rise of the progressive welfare state and the cronyism connected to it,” said House Financial Services Committee Chairman Jeb Hensarling, R-Texas.

Corporate lobbies, including the National Association of Manufacturers (NAM) and the U.S. Chamber of Commerce, supported reauthorizing the bank, as did President Obama.

Perhaps the strangest aspect of the shutdown is how it has driven a wedge between the pro-business GOP, traditionally far more supportive of the private sector, and the businesses and industries it usually strives to protect.

The EXIM Bank has supported trade deals with such corporate titans as Boeing, Caterpillar, and General Electric. But some conservative lawmakers view that assistance as corporate welfare. In the meantime, Democrats find themselves in the unlikely position of helping big business obtain more money, while also complaining about how they don’t pay enough taxes and overpay their CEOs.

Where it Stands

The bank’s charter has been restored, but that is not enough to get the loan approval process back in action. Until Congress acts, the bank cannot review any proposal worth more than $10 million. That requires a quorum of its five-member board of directors, but only two director slots are currently filled. In January, President Obama nominated J. Mark McWatters, but his approval process has advanced at the same rate as that of Obama’s Supreme Court nominee—which is to say, not at all.

Without a third board member, everything stops. And that suits the coalition of conservative groups organized by a group called Freedom Partners just fine. “We continue to urge Majority Leader McConnell, Speaker Ryan, and all fiscal conservatives to stand with taxpayers and reject any attempt to open the floodgates on EXIM Bank corporate welfare,” said the group’s senior policy adviser Andy Koenig.

What’s Next

For now, EXIM will have to wait until the current government funding, just approved, runs out on December 9. That’s when Congress will once again consider another stopgap measure or look at a larger 2017 spending bill, in which EXIM supporters will almost certainly add a provision for its revival. How it will fare may depend on what happens at the ballot box next month.

President Bill Clinton considered liberalizing the licensing regime for shipments of export cargo and import cargo in international trade to Cuba.

Did Donald Trump Violate the Cuba Embargo?

According to Newsweek, Donald Trump’s hotel and casino company illegally paid $68,000 to a consulting firm in Cuba. The objective was to gain a competitive edge in hospitality and tourism in the island nation, should U.S. policy change.

Of course, during this election cycle both presidential candidates have been accused of everything short of destroying the ozone layer and kidnapping the Lindbergh baby. That makes the source and the context more significant when trying to separate fact from fiction.

Newsweekno supporter of Trump—alleges that in 1998, a company called Seven Arrows Investment and Development received the payment, which would be a violation of the trade embargo against Cuba.

The Hillary Clinton campaign was quick to respond, saying this is part of a pattern of obfuscation in Trump’s business deals. “We already know about his tax returns that he refuses to release, but today we learned about his efforts to do business in Cuba, which appear to violate U.S. law—certainly flout American foreign policy,” Clinton said.

With Florida emerging as a key swing state in the election, the story could have a significant impact on how the state’s large Cuban community chooses to vote.

The Rest of the Story

Trump was not the only American businessman paying attention to Cuba in 1998 and 1999. Back then President Bill Clinton’s administration had announced (according to the Washington Post) a “liberalized interpretation of licensing requirements for Americans visiting Cuba.” Under this new policy, the Office of Foreign Assets Control (OFAC) would approve approximately 6,000 licenses for individuals and groups to travel to Cuba in the late 1990s.

As a result, a coalition was formed in favor of loosening trade restrictions, which included representatives of the hotel and entertainment industries.

Given these circumstances it’s not surprising that Trump Hotels would want to take a closer look at Cuba, and even hire a consulting firm to help. Many other American firms did the same.

The key is the OFAC license, which Newsweek claims Seven Arrows did not obtain, thus making the payment they received illegal. However, the article does not allege that Trump Hotels was aware of this issue prior to the trip.

What Does Trump Say?

The billionaire businessman’s interest in Cuba was hardly a secret back then. In fact, he contributed an editorial that ran in the Miami Herald back in 1999 that explained his perspective on the situation:

“Several large European investment groups have asked me to take the ‘Trump Magic’ to Cuba. They have ‘begged’ me to form partnerships to build casino-hotels in Havana. With the influx of foreign tourists, we would make a fortune, they promise, and they are no doubt right. They are also right to say that this type of arrangement would allow me to skirt the U.S.-imposed embargo.”

However, he added that doing business in Cuba would put him “directly at odds with the longstanding U. S. policy of isolating Fidel Castro.” He wrote that if the embargo is not continued, “The Bay of Pigs and all the people who died or were injured and those who are living monuments of it will be hurt by this government a second time.”

Thus, he had a choice: “huge profits or human rights. For me, it was a no-brainer.”

Seventeen years later, Trump’s position has not changed. At a Miami rally he promised to reverse President Obama’s Cuba re-engagement policy.

Richard Fields, the head of Seven Arrows, declined to comment for the Newsweek story. Given Trump’s hardline stance against the Castro administration, then and now, it’s possible that Fields may have acted on his own when exploring a Cuba hotel venture. The fact that Trump later sued Fields supports this theory, though Newsweek quoted an “unnamed source” that Trump knew about the Cuba trip.

Rumors of "K" Line financial problems may have impact on its ability to carry shipments of export cargo and import cargo in international trade.

UPDATED: Is “K” Line Sinking?

Sometimes in business rumors can be as damaging as reality.

Such is the turmoil now being experienced by “K” Line (Kawasaki Kisen Kaisha), after stories began circulating that the Japanese container-shipping group was on the verge of bankruptcy.

Last week, the company released a statement denying the allegations.

“It has become known to us that a certain non-vessel operating common company (NVOCC) had circulated false e-mails stating a potential bankruptcy of “K” Line to their customers. The message contained in the e-mails is unfounded without basis of any financial analysis and what is stated therein is false.

“We have strongly protested to the said company, who has admitted that the statement was false and promised to send to their customers a message to retract such statement. We are also considering taking any necessary legal measures that we may have against the concerned parties.

“Our financial condition is sound,” said the “K” Line statement. According to the company, cash flow deposits as of June 30, 2016 stood at $2 billion and total net assets at $ 3.2 billion, with an equity ratio of 29.1 percent and a 154.5-percent liquidity ratio.

Kawasaki Kisen Kaisha did not formally reveal the name of the company circulating the false statements, but reports indicate the emails came from APL Logistics.

[UPDATE: APL Logistics has since admitted that some of its employees made derogatory statements about “K” Line’s financial situation to customers and have since retracted those statements.]

Bad Timing

Perhaps it’s not surprising that so many believed the rumors, and may still believe them after the company’s denial, given the current state of heightened concern over the financial health of box shippers.

Hanjin Shipping, South Korea’s biggest container line and the world’s seventh largest, filed for receivership. With no way to pay unloading fees, ports refused access to the company’s vessels, stranding billions of dollars of goods at sea.

And Hanjin is not alone. Korea’s Hyundai Merchant Marine was recently bailed out by the Korean taxpayer, and all but one of the world’s top 12 container lines posted substantial losses in the most recent quarter. Industry experts are certain that mergers are forthcoming.

“K” Line has not been immune to similar setbacks. Due to current market conditions, the company announced that it had revised its target for co-owned LNG carriers by the end of the fiscal year 2019 from 61 to 57.

There have been no additional statements since the emails and the K Line’s response, unless you count those in the comments section of the online articles reporting this story.

The damage is already done to K Line,” one of them reads. “Nobody will ship their goods with them.”

Time will tell.

Maersk expects reorganization will enable it to handle more shipments of export cargo and import cargo in international trade.

A.P. Moller – Maersk Splits Divisions

Danish business conglomerate A.P. Moller – Maersk has been around since 1904, and no company stays in business that long without recognizing when it’s time to change with the changing times.

Back in June, the company’s Board of Directors requested a management review focusing on strategic and structural options, with the objective of generating growth, increasing agilities and synergies and unlocking and maximizing long-term shareholder value.

That review concluded that the best way to move forward would be to split into two separate businesses, a transport and logistics division and an energy division.

Transport & Logistics will consist of: Maersk Line, APM Terminals, Damco, Svitzer, and Maersk Container Industry businesses.

The company’s Energy division will also have four parts: Maersk Oil, Maersk Drilling, Maersk Supply Service, and Maersk Tankers.

“The industries in which we are operating are very different, and both face very different underlying fundamentals and competitive environments,” said company Chairman of the Board Michael Pram Rasmussen in a statement. “Separating our transport and logistics businesses and our oil and oil related businesses into two independent divisions will enable both to focus on their respective markets. This will increase the strategic flexibility by enhancing synergies between businesses in Transport & Logistics, while ensuring the agility to pursue individual strategic solutions for the oil and oil related businesses”.

Full Steam Ahead

While the obvious objective is to make both divisions successful, the company’s official statement suggests that A.P. Moller – Maersk, originally founded as a steamship company, is moving full steam ahead on shipping, while taking a more wait-and-see approach with energy.

Transport and Logistics will build on its synergistic positions in container transport, port operations, supply chain management and freight forwarding, to enable and facilitate global supply chains and provide greater opportunities for customers to trade globally. Closer integration is expected between these activities, with the anticipated result of more profitable growth and disciplined capital allocation.

Specifically, Maersk Line will grow market share both organically and through acquisitions. South Korea’s two biggest shipping firms, Hanjin Shipping Co. and Hyundai Merchant Marine Co., are rumored to be the company’s first targets. Hanjin filed for bankruptcy protection last month, and Hyundai is in the midst of a creditor-led debt-restructuring program.

Such consolidation may further stabilize a global shipping industry suffering through its worst downturn in decades, with severe overcapacity at a time when seaborne trade has yet to recover from the financial crisis. The Maersk group posted a second-quarter net profit of just $101 million, well below the $196 million expected by analysts.

Logistics Hiring: Warehousing Up, Transportation Down

It’s difficult to put a positive spin on the May job numbers released by the Department of Labor. Labor force participation decreased for the second straight month, and just 38,000 new jobs were added, far short of the 160,000 anticipated.

However, the news isn’t all grim in the U.S. logistics sector. The “Help Wanted” signs are out for those seeking employment in the right places. While trucking companies and railroads are cutting jobs, there is a gap between increasing needs in warehousing and available applicants in the workforce, and that gap seems to grow larger every day.

In a Journal-News interview, Cheryl Brackman of Cincinnati State’s Workforce Development Center said of these logistics positions, “We can’t train people fast enough. There are more jobs than there are people.”

Reversing Some April Gains

Warehousing and transportation companies added 8,600 jobs in April after three consecutive months of losses, suggesting a rebound for trucking. The 700 jobs added was a positive step after the industry pared back payrolls by 3,000 jobs in February and March.

But truck transportation lost 2,400 jobs in May, reflecting low demand reported by trucking firms. Support activities for transportation shrank by 2,700 jobs. And the outlook for the coming months isn’t much better, with many trucking executives anticipating lower freight volumes.

Rail transportation is also coping with tough times, a result of steep declines in coal and energy shipments: 2,900 jobs gone in February; 2,800 jobs lost in March; 3,700 jobs lost in April.

Warehousing Win

At the same time, warehousing and storage companies added more than 7,500 jobs in March and April, and another 3,000 jobs in May, for a total of 15,600 additional jobs since the beginning of the year. An industry that used to be seasonal, with hiring booms during peak times, now faces year-round staffing challenges.

One Cincinnati college has opened a 22,000 square foot supply chain career development center, to help deliver more credentialed employees to a region – and an industry – in need of a skilled workforce. Jobs in the transportation and warehousing industry in the Cincinnati metropolitan area are expected to increase 6.8 percent over the next 5-6 years.

CaroTrans and LEO Partnership May Benefit U.S-Thailand Trade

At a time when the global trade and shipping news out of Thailand has not been encouraging, there was one positive sign in the partnership announcement between two prominent NVOCC (non-vessel operation common carrier) companies.

Ocean freight consolidator CaroTrans has entered a “significant” partnership with market leader LEO Global Logistics Group, merging resources that include a professional team of 350 located in three Thailand offices.

The partnership includes one LEO group devoted to supporting U.S. trade, much needed given predictions of further export contraction due to a number of risk factors. These include ongoing economic uncertainty in China, Japan and the European Union, as well as fluctuating oil prices and terrorism concerns.

Current U.S.-Thai trade encompasses a wide range of products, from apparel, gems and jewelry to medical supplies and auto parts. If the Trans-Pacific Partnership (TPP) trade agreement is ratified, supporters believe it would dramatically increase exports to Thailand and other Pacific Rim nations, by eliminating taxes on Made-in-America exports.

Will TPP ratification mean that trade with Thailand and the U.S. will expand enough to materially affect the American economy? Probably not, but through this relationship, LEO and CaroTrans could see a significant increase in their business.

The CaroTrans-LEO partnership will deliver direct, weekly U.S.-Thailand LCL and FCL services: Imports will be dispatched from Bangkok to Los Angeles and New York; exports will flow from New York, Los Angeles and Chicago to Bangkok.

“This simpatico business relationship with LEO creates an extremely solid team devoted to the highest level of LCL and FCL ocean transportation services that support the efficiency and reliability of global supply chains. Our similar cultures provide a common vision which is to put our customers in the center of everything we do,” said Greg Howard, CaroTrans, CEO.

The similarities in corporate philosophy referenced by Howard are reflected in the firms’ shared commitments to educational and social programs that assist communities where they do business.

CaroTrans has been an avid supporter of Duffy Books in Homes, a non-profit “community literacy ambassador” working to inspire a love of reading in children. The organization provides needy elementary schools in all 50 U.S. states with access to books, so children can increase their reading literacy and communicate and thrive as adults.

LEO supports various giving programs including My School Project, another organization that raises funds to support education. The company provides school materials, and LEO personnel volunteer their time to repair school buildings and create a more constructive learning environment.

“By joining forces with CaroTrans, we have formed a winning team of like-minded professionals committed to industry-leading service, resources and support. Together, we’re dedicated to providing transportation solutions and logistics support that addresses their customers’ needs for reliable, efficient services,” said Kettivit, CEO of LEO Global Logistics Group.