ECON Inside America’s Broken Supply Chain How industry failures to collaborate and share information left the system vulnerable

marsh

On TB every waking moment

Biden Still Can’t Figure Out Cargo Ship Crisis in LA – Record Number of Ships Waiting to be Unloaded Offshore

By Joe Hoft
Published December 6, 2021 at 8:45pm
Ships-offshore-CA.jpg


Biden’s cargo crisis is only getting worse, despite his promises to address it.

In June we reported that there was a crisis building in California that could impact the entire country. Cargo ships were beginning to build up offshore due to delays in getting unloaded.

This crisis has only gotten worse.

The ports of LA and Long Beach are not doing any better. Now there are a reported 100 container ships sitting offshore waiting to be unloaded. The Daily Mail reports:
The number of cargo ships docked off the Los Angeles coast is still at an all-time high – contradicting claims from port officials that the number of boats has dwindled in recent weeks.

On Tuesday, November 30, Port of Los Angeles Executive Director Gene Seroka announced that there were 46 boats stationed off the shores of California‘s Long Beach and Los Angeles ports – a marked drop or more than 100 earlier in the month.

However, according to data provided by ship-tracking website MarineTraffic, there are currently nearly 100 cargo ships waiting to dock at the two popular ports – which have seen unprecedented bottlenecks during the US’ current supply chain crisis.
Biden will never figure out this mess. We all know he doesn’t have the mental faculty to work his way out of a wet paper bag.
 

marsh

On TB every waking moment

‘Life saving medications out of stock’…
Posted by Kane on December 7, 2021 2:44 pm
View: https://youtu.be/vF7-gOBfqT8
1:09 min
Pharmacies are running thin in Virginia

View: https://youtu.be/n0461e7t-dU
1:15 min
Shortages in the auto sector

View: https://youtu.be/VU2ie-htvX0
1:20 min
Cats could be forced to hunt for food

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marsh

On TB every waking moment

Janet Yellen Waves White Flag on Globalism as ‘Made in America’ Companies Thrive in Supply Chain Crisis

8
US Treasury Secretary Janet Yellen speaks to the press during the COP26 UN Climate Summit in Glasgow on November 3, 2021. (Photo by Paul ELLIS / AFP) (Photo by PAUL ELLIS/AFP via Getty Images)
PAUL ELLIS/AFP via Getty Images
JOHN BINDER7 Dec 2021316

United States Treasury Secretary Janet Yellen, an economic globalist, is seemingly waving the white flag on globalism, suggesting that economic nationalist policies will be “necessary” to reshoring supply chains to the U.S. from overseas.

During an online conference this week, Yellen admitted that it is so-called “protectionist” policies that will be vital in reshoring supply chains back to the U.S. to avoid the current ongoing crisis where supply chains have significantly disrupted the American economy.

“It’s possible that policies that people will describe as protectionist are going to be necessary in order to create the appropriate incentives to produce things at home,” Yellen said, according to Bloomberg.

Though admitting that an economic nationalist approach to supply chains will be necessary, Yellen stuck to her globalist mantra, suggesting that not all goods can be made in America:
The Treasury chief also said, “certainly we want to work with other countries — with our allies and partners — to address supply-chain resilience on a collective basis,” in remarks aired Tuesday. “So, I don’t think this is just about the United States making everything at home, but in some cases that may be part of the answer.” [Emphasis added].
The remarks come after Yellen claimed to Reuters in an interview last week that U.S. tariffs on China-made products were contributing “to higher prices in the United States” though, again, admitting that cutting tariffs would have a minimal impact on inflation.

“It’s not a game-changer but I think the tariffs do contribute to higher prices in the United States and the Trump tariffs that were put in place, some of them create problems without having any real strategic justification,” Yellen said.

As the Coalition for a Prosperous America recently noted, a number of multinational corporations who make their products overseas are currently hard at work trying to convince President Joe Biden’s administration to reward them with waivers to avoid tariffs.

Meanwhile, American companies that manufacture in the U.S. are skirting much of the supply chain issues facing multinational corporations who make their products in countries like China, Bangladesh, Vietnam, and India.

“For businesses that rely on the global supply chain, this holiday season has become particularly stressful,” the New York Times reported last week. But at manufacturers like Nanotronics, a science technology company in the Brooklyn Navy Yard that sources most of its components locally, things are going swimmingly.

In Business Insider, executives with U.S. manufacturers like American Giant, Liberty Tabletop, the Vermont Flannel Company, and Arrow + Phoenix said that while they are having a hard time finding workers, inflation, and filling demand, they are avoiding much of the supply chain woes that corporate outsourcers are struggling to grapple with.

“We don’t spend any time talking about supply chain stuff internally,” American Giant CEO Bayard Winthrop said.
 

marsh

On TB every waking moment

Biden's proposals spark phase 2 of supply chain crisis
BY KRISTIN TATE, OPINION CONTRIBUTOR — 12/06/21 09:30 AM EST 1,031
THE VIEWS EXPRESSED BY CONTRIBUTORS ARE THEIR OWN AND NOT THE VIEW OF THE HILL

Our economic woes are not going away anytime soon, and President Biden seems to be doing his best to prolong them. New restrictions on travel to the United States, especially for the transit of cargo, coupled with a newly emerged strain of COVID, may cause the frail economy to spiral into 2022. The White House’s policy errors will further exacerbate the delicate national recovery from the pandemic and become the greatest contributing factor to a worsening of our supply chain crisis and inflation.

While information surrounding the omicron variant is still emerging, if officials respond with more spending and lockdowns in the name of “emergency measures” it could lead to further pain for American households and a worsening supply situation — at a time when our nation simply cannot afford it.

With the holidays around the corner, Americans are experiencing inflated prices, goods shortages, and long shipping times. Right now would be the perfect time to simplify the transport of needed goods from the United States’s No. 1 trading partner: Canada. More than $300 billion in truck freight came into the U.S. from Canada in 2020, and the loss of any significant portion of this will further hike prices and cause more empty shelves. Canadian and international goods arrive through our border crossings, and the White House is imposing a stiff travel restriction for all residents entering the country. Not only do tourists and visitors need to show proof of vaccination, but so do truck drivers. The new regulation, taking effect on Jan. 22, will further ensnare the arrival of both raw materials and finished goods into the country.

Considering that more than half of the freight entering the U.S. from Canada comes via truck, the effects will be immediate. Approximately 20 percent of Canada’s truckers are unvaxxed.

Even worse, it comes a full year into the Biden administration and the general rollout of vaccines. The White House is consciously breaking its promise to shut down the virus and not the economy.

The supply chain crisis is still in early stages, and the White House won’t admit it. Jerome Powell is no longer using the qualifier “transitory” to describe inflation. Small retailers must consider whether to hoard goods to not run out of stock. The White House is papering over the severe issues, going so far as to launch a Federal Trade Commission inquiry into major retailers’ role in supply issues rather than considering a change in policy. Small manufacturers are unable to get some raw or finished goods, and charities are having difficulty procuring Christmas gifts for needy kids. Biden’s proposed tariffs, scaremongering over the omicron variant, and show investigations will all fail to solve the underlying issue of supply and demand.

At the same time, President Biden’s proposed trade policies will only compound existing issues.

The administration announced that it would double tariffs on Canadian timber, claiming unfair practices by the Canadian government after it had risen and fallen under the Trump administration. It is also weighing Michigan Gov. Gretchen Whitmer’s request to shut down a major natural gas pipeline from the Great White North because of “climate change” concerns.

Poor policy affecting American manufacturers and needed home heating fuel for winter is a strategic failure that not only harms the American economy but risks pushing inflation into overdrive.

The administration isn’t instilling confidence in a nervous market. Last week, the president canceled a statement on the supply chain crisis at the last minute. Transportation Secretary Pete Buttigieg dismissed concerns over soaring gas prices by stating that Americans can get around sticker shock at the pump just by buying electric vehicles. He previously blamed a lack of child care options for the current supply woes. For a White House doing its best to sneak a major tax cut for the wealthy into its Build Back Better bill, it appears that the everyday concerns of Americans struggling to pay their bills or fill their cars with gasoline are being dismissed.

Joe Biden sees himself as a transformative president, believing that the efforts of his last Democratic predecessor simply were not enough. However, the aloof nature that the president shows toward “kitchen table issues” fuels a disconnect between the Democratic Party and the working and middle classes. Esoteric concerns about climate change and tax cuts for luxury homeowners are the concerns of the upper middle class, not the electorate at large.

Biden campaigned as an everyman in 2020 and successfully siphoned off enough votes in swing states to achieve the White House. However, his policy initiatives will not only prolong the suffering from the pandemic and anemic economic growth but also be a visible reminder of the White House’s failings for ordinary people. Much like the crisis in Afghanistan pierced Biden’s desired visage of competence, continued economic stress is likely to make him the next Jimmy Carter, batted around by events on the world stage that are compounded by obvious mistakes of his own making.
 

marsh

On TB every waking moment

Unionizing Truckers Will Only Make The Supply Chain Crisis Worse

The problem with trucking is not the pay, the trucking companies, nor the inherent danger of the work, it is the government artificially inserting itself into the industry.

Matthew Garnett

By Matthew Garnett
DECEMBER 7, 2021

In an opinion piece for Newsweek online, truck driver Cyrus Tharpe assures us that the challenges faced by the United States supply chain are not the cause of a trucker shortage. It is instead a shortage in driver pay that is the culprit. In his experience, truckers are “essential workers” that get “garbage pay” for a dangerous and difficult job.

After 15 years in the industry, Tharpe still lives below the median income for his state and lives in a low-income neighborhood where he spends half of his monthly income on rent. He says his average annual pay increases have amounted to only about 1 percent. In his eyes, he and other blue-collar workers are out of options and cannot simply “work their way out of poverty.”

Tharpe believes presidents can “make big things happen” and hopes President Biden will force unionization on trucking companies seeking federal contracts. He is convinced that union pay checks and safety standards are the keys to more drivers joining the trucking ranks, a properly functioning supply chain, and the path out of his malaise. Sweeping government intervention is the panacea the country needs, Tharpe says.

I too am a truck driver, but my experience has been quite the opposite of Tharpe’s. In fact, I have found that the problem with trucking is not the pay nor the trucking companies nor even the inherent danger of the work. It is the government artificially inserting itself into the industry and my life.

I started driving in 2012. I live well above my state’s median income in a middle-class neighborhood where my mortgage is about an eighth of my income. In my 10 years of experience, my pay has more than doubled. The only “big thing” I’ve seen the government do is price me out of the health insurance market with empty promises and frustrate my days with growing regulations that outstrip the length of the Bible.

The last thing I want is more regulations heaped upon my narrow shoulders by some union adding their list of rules to an already over-regulated industry. In fact, if you wanted me to quit driving trucks, about the best way to accomplish that would be to petition the president to force my company to unionize the drivers.

Markets Work
The simple fact of the matter is: truck drivers are “unions” in and of themselves. I don’t have to “collectively bargain” for a higher wage. If a company is unable or unwilling to pay me what the market demands, there are dozens of companies out there clamoring for my services that can and will pay me what I’m worth.

If a trucker hasn’t seen a significant increase in pay over time and doesn’t have the ability to live in the upper-middle-income bracket, something is wrong. And it probably ain’t the company, the work, or the fact he’s not part of a government-backed union.

The problem with driver shortages doesn’t lie with the trucking outfits because, in a shortage, companies have to pony up and pay drivers properly or they’ll leave for greener pastures. That’s why I’m a union unto myself.

Still, transportation firms have to walk a tight line with pay when it comes to rookie drivers and new hires. Experienced drivers can turn more freight with less supervision. They earn the company more profit, so they are paid more.

Greenhorn drivers are not as efficient and are usually a menace for equipment, freight, and logistics planners. Until they gain some experience, they are a liability to the company. They are an investment for later returns.

Unions Won’t Help
The solution to the driver shortage is not unions. Companies can’t simply pull higher wages out of thin air despite countervailing market forces. Trucking outfits already take a loss on training inexperienced drivers and are maxed out on what they can pay seasoned employees.

If an artificial wage hike ensues because of a union agreement, transportation companies have only three choices: take the loss, pass the loss on to their customers (which means higher prices for consumers), or close up shop. If we’re trying to solve a supply chain crisis and inflation to boot, unionization of transportation and logistics companies is precisely the wrong move to make.

When it comes to an issue like work safety, I’d leave trucking before joining a union, and all the truckers I’ve known would as well. You’d go blind on the Federal Motor Carrier Safety Administration (FMCSA) website before you could read through all of the safety regulations governing the trucking industry. Here’s a little taste of how deep this rabbit hole goes.

I was pulled over by a Department of Transportation officer recently. The officer asked me if I knew why he pulled me over and I had no clue. Ready for this? I had my GPS stuck to my front windshield too close to my side of the cab by about six inches! The officer claimed it was “Obstructing my view of the road.”

Luckily he only failed me on a roadside inspection; no ticket, fine, or points on my squeaky clean Commercial Driver’s License this time. However, my company — at the behest of the FMCSA — had me travel 600 miles for a special “truck inspection” training course over the incident. I lost wages and my company lost revenue. The FMCSA is already a huge thorn in our sides without adding a union to the mix.

It’s obvious more government intervention is not the answer. With all the missteps in dealing with the pandemic over the last year, I think Uncle Sam has done about all he can do here.

Please stop helping us!
 

marsh

On TB every waking moment

What's Tougher: Finding Drivers Or Trailers?

WEDNESDAY, DEC 08, 2021 - 03:25 PM
By Todd Maiden of FreightWaves,

Supply headwinds facing the trucking industry were front and center at an investor conference on Wednesday and Thursday. While executives said driver recruiting and broader supply chain bottlenecks are ever so slightly easing, the procurement of equipment has gotten tougher.
“I would predict at this juncture, in our looking out at the trailer OEMs (original equipment manufacturers) and the tractor OEMs, that it could even be more difficult in 2022 on production and delivery than it was in 2021,” said Mark Rourke, CEO and president of Schneider National, at the Stephens Annual Investment Conference held in Nashville, Tennessee.

Finding trailers won't get any easier in 2022 (Photo: Jim Allen/FreightWaves)


Lack of trailers becoming the new driver shortage?
Equipment purchasing for truckload carriers will be below normal replacement in 2021 given semiconductor and parts shortages as well as COVID-related labor issues that are plaguing the OEMs.

Derek Leathers, Werner Enterprises chairman, president and CEO, said current tractor and trailer orderbooks extend well beyond the OEMs’ manufacturing capacity for all of next year, meaning the industry fleet, which has gotten older and smaller during the pandemic, won’t be increasing anytime soon.

“I think you see continued contraction or at best case stabilization in ’22 but with an older fleet,” Leathers said.

Werner’s average truck age was 1.8 years heading into the pandemic with trailers 4 years old on average. While a recent acquisition skewed average ages slightly higher, an inability to get all of the replacement equipment wanted has really pushed those averages up, to 2.1 years and 4.4 years, respectively.

Leathers said Werner wants to refresh equipment but “there’s no line of sight to when that moment is, it’s certainly not in ’22.”

“The best-case scenario is you may see some return to normalcy by third quarter ’22 and that’s way too late to have any impact on the year in terms of additional capacity. So I think we have a structural cap that’s different than anything we’ve seen historically.”

Eric Fuller, president and CEO at U.S. Xpress, also pointed to the third quarter as the earliest date for relief. He said the OEMs are guiding to “a few more months” for tractors that should have already been delivered.

“A number of the OEMS are going back to some of their larger orders and reducing the amount of tractors they’re actually going to be able to produce in 2022,” Fuller said. “I think the trailer situation is worse. In some cases, to get a significant order we’re being told it could be multiple years … 24 months, 36 months.”

Trailer manufacturer Wabash said it would build only 50,000 dry van trailers next year compared to more than 57,000 in 2019. The company’s backlog, which extends into 2023, has increased to more than $2.3 billion from $1.9 billion at the close of the third quarter. It’s in the process of converting refrigerated manufacturing capacity to dry van production lines but that won’t be completed until early 2023.

Management from J.B. Hunt said delays in equipment deliveries will result in holding onto trade-ins longer than originally anticipated, which will drive its cost of service higher. The increased maintenance expenses associated with running older equipment will be an incremental component of its customer’s rate structure in 2022.

Less-than-truckload carrier Yellow noted a lack of trailers throughout the supply chain as trailing equipment sits longer at shipper facilities that are dealing with issues recruiting and retaining workers.

Yellow CEO Darren Hawkins said he’s most concerned about being able to take delivery of the trailers Yellow has ordered for 2022. He said the company can postpone planned trailer retirements if needed but noted that overall trailer utilization has become a material burden on operations.

“We do not have access to our own equipment as readily as what we’ve seen in the past,” Hawkins said. “And then when you do get that equipment, it’s in the wrong part of the country and we’re having to reposition it.”

Yellow would normally use the rails to reposition trailers but given current network congestion, they have more freight than they can handle.

“I have not seen it ease. I actually feel like demand is expanding for our services,” Hawkins added.

He said Yellow is focused on making timely freight pickups as that is its customers’ biggest concern. “They’re not as focused on transit times as they are getting their freight picked up and getting it into a system and being able to tell their customers that it’s actually in transit.”

Driver hiring issues have eased … kind of
Most trucking executives said that multiple rounds of pay increases and sign-on bonuses, as well as the end of enhanced unemployment benefits in September, have helped driver recruiting, but only on the margins.

Fuller noted that August was the toughest month for driver hiring, with only slight improvement since. “If August was a 10, it’s a 9.5 [now].”

J.B. Hunt said difficulties sourcing drivers have plateaued but at a high level.

“For drivers, we’re at a high watermark and we’re holding,” Shelley Simpson, chief commercial officer and EVP of people, commented. She said driver recruitment hasn’t really kept the company from bringing on new business because it can utilize its digital 360 freight platform for capacity and backfill with permanent resources later.

But she said the labor headwinds extend beyond drivers. Difficulty finding workers throughout all levels, from maintenance techs to office employees, has been a burden for the company.

“In the past, we were able to tweak pay or turn pay and that typically would fix 95% of the problem. Today, that’s not the case when it comes to labor,” Simpson continued.

The American Trucking Associations’ estimate of the current driver shortfall is approximately 80,000. But the organization sees that number moving to more than 160,000 by 2030.

“It’s the most difficult driver market I’ve ever seen,” Leathers said. “Has it stabilized at very difficult? That seems to be the case. So it’s staying very difficult but it doesn’t seem to be worsening.”

Searching for a cure
Werner has been bringing on drivers through its academies. It had four additional driver schools operating at the end of the third quarter, 17 in total. The company will have 22 open by the end of the first quarter. Driver sourcing costs and labor expenses incurred as a result of equipment downtime due to parts shortages led Werner to miss third-quarter expectations.

When asked about potential solutions to the driver issue, Leathers said he sees the most potential in opening the driver pool to include candidates as young as 18 years old. He said the plan to reduce driver ages would be “one of the largest advancements for safety” the industry has seen in a while.

“These are true apprenticeships. This is not, ‘You’re 18 years old and here’s the keys to a truck and good luck.’” He said the current proposal for preparing these individuals would require multiple months of training with experienced drivers as well as curfew restrictions. He believes it would also allow the industry to recruit people “from the front of the class.”

“What do you get at age 21? If you wait to 21 because you think that there’s something magical about the number, you get the people that were unsuccessful as an electrician, a plumber, a roofer or welder versus going to the front of the class and getting the best and brightest and putting them in a multi-month apprenticeship.”

He said relaxing hours of service rules wouldn’t be fair to the driver. “They should not bear on their backs our inefficiencies,” Leathers said, referring to the increase in the amount of dwell time drivers are experiencing due to congestion throughout the supply chain.

Leathers doesn’t think increased vehicle or cargo weights will help either “at a time when our nation’s infrastructure is already crumbling.” He said it will take at least a decade until recently approved infrastructure money results in material improvements to the highways.

Rourke said a new rule for entry-level candidates, requiring training from a certified institution listed on an approved provider registry, will further limit driver resources.

“For the state licensing, you have to then verify where this schooling took place and the accreditation of that school, which has a minimum number of hours, a minimum curriculum. It isn’t just, ‘I just took the written test, let me go out and take a test and I get a CDL.’ So it radically changes that entry point into the industry.”
 

marsh

On TB every waking moment

Biden Plan To Clear California Port Congestion Stalls

THURSDAY, DEC 09, 2021 - 07:00 PM
By Greg Miller of Freight Waves,

“We’re starting to see some traction,”
Port of Los Angeles Executive Director Gene Seroka proclaimed on Bloomberg TV on Tuesday. “Those aging containers are down by 50% over the last six weeks.”


Seroka was referring to long-dwelling containers targeted by a dramatic, highly controversial fee plan backed by the Biden administration. Or rather, a plan that threatens to levy a fee that no one, including the ports, ever wants to be levied. The fee on long-dwelling containers was set to begin on Nov. 1, then delayed until Nov. 15, then to Nov. 22, Nov. 29, Dec. 6 and Dec. 13.

The string of delays has led to an increasing belief that the fee will never happen.

Will a plan to threaten a fee continue to work after so many reprieves, particularly as the “empty Christmas shelves” political risk dissipates?

It’s already working a lot less than it used to. American Shipper analyzed all of the available statistics and found that progress in clearing long-dwelling containers has slowed significantly over recent weeks.

Shipping consultant Jon Monroe wrote in his weekly newsletter:
“My money says the new port surcharge may never be implemented — as long as we continue to improve the port congestion. And is this happening? NO. But don’t tell anybody. This is best kept a dirty little secret left uncovered.”
Meanwhile, percentage changes such as the one cited by Seroka are inherently prone to spinning. The White House reports declines measured in twenty-foot equivalent units, whereas the ports publicly report declines in containers, regardless of size. The ports of Long Beach and Los Angeles report their container numbers in two different ways. And any percentage change is heavily skewed by which date range you pick.

Port of Long Beach
The fee plan, if ever implemented, would charge ocean carriers $100 per import container for boxes moving by truck that dwell for nine or more days, and for boxes dwelling six or more days that move by rail. The charge would escalate by $100 a day until a container leaves the port. Carriers have said they will pass the charge along to shippers.

The Port of Long Beach provides statistics on the number of containers that meet these two specific “late” definitions. But the Port of Los Angeles does not.

For Long Beach, the vast majority of reported late containers are in the nine-days-plus category for trucking, not the six-days-plus category for rail. The total on Monday, 20,772 containers, was actually 20% higher than the total three weeks prior, on Nov. 13, of 17,271 containers. Excess-dwell containers represented 35% of total import containers on the port on Monday, up from 29% on Nov. 13.



Looking all the way back to Nov. 2, five weeks ago, the total number of excess dwell containers in Long Beach was down 22% as of Wednesday (the decrease is even higher, at 32%, when comparing to Oct. 28). Yet the numbers in Long Beach have plateaued more recently. Furthermore, the number of total import containers at Long Beach terminals has not decreased — it has actually slightly increased. There were 57,042 import containers at Long Beach terminals on Nov. 1 and 57,970 on Tuesday.

Port of Los Angeles
The Port of Los Angeles posts numbers on containers by days dwelling: up to four, five to eight, nine to 12, and 13-plus. Stats are available from Nov. 1. (The Port of Long Beach has these figures as well, but only from Nov. 9.) The number of containers in Los Angeles dwelling nine days or more is a fair approximation of the number that would be charged excess-dwell fees if those fees were ever charged, but it excludes late rail containers in the six-to-eight-day category.

On Oct. 24, the day before the fee announcement was made, there were 37,410 containers in Los Angeles dwelling nine days or longer. The decline over the past six weeks matches the figure cited by Seroka on Bloomberg.

Unlike in Long Beach, Los Angeles has seen a sharp drop in total import containers on the port.

On Nov. 1, there were 87,485. On Wednesday, there were 57,311.

Despite the drop in total import containers at Los Angeles terminals, the percentage of containers dwelling nine days or more versus the total was 34% on Wednesday, the same percentage as Nov. 21.



As far as the long-dwelling containers targeted by the fee-threat plan, progress stalled in Los Angeles around Nov. 23. The numbers over the past two weeks have plateaued.

White House reports
The White House puts out twice-monthly releases on supply chain issues, including stats on containers dwelling nine days or more at the ports of Los Angeles and Long Beach. The White House reports the numbers in TEUs, not containers (most of the containers in LA/LB are 40-footers).

On Nov. 29, the White House reported that the number of long-dwelling containers in the two ports was 75,000 TEUs, a week-on-week drop of 7% from 81,000 TEUs on Nov. 22. The ports of Los Angeles and Long Beach reported a combined 45,458 containers dwelling nine days or more on Nov. 22, and 44,919 on Nov. 29, representing a much smaller week-on-week drop of 1%.
 

marsh

On TB every waking moment

New Legislation Seeks to Do for the Supply Chain What Biden Administration Wouldn't

BY CHRIS QUEEN DEC 11, 2021 11:16 AM ET

c9911096-36c1-47bb-8745-f2da8d20daed-860x475.jpg
(AP Photo/Marcio Jose Sanchez)

We’re familiar with the supply chain crisis that has gripped our economy. Ships remain stuck in the ocean waiting to unload their cargo as the Biden administration puts bandaids on a gaping wound and Secretary of Transportation Pete Buttigieg plays Mr. Mom, posts stupid (and possibly illegal) memes, and worries about racist bridges.

But there’s another side to the shipping crisis: American farmers are watching their products ruin as they have trouble getting their goods out of the country. It’s basically the flip side of the supply chain stories you’ve heard over and over. In this case, the Asian shippers unload their cargo, skip out on loading their containers with American goods — including and especially agricultural products — and race back to Asia to reload with more items to sell in American markets.

But Congress is working to devise a solution. On Wednesday, the House passed the Ocean Shipping Reform Act by a 364-60 vote, a rare show of bipartisanship in this fractured age.

Fox News recounts a conversation with Rep. Dusty Johnson (R-S.D.):
Among the provisions in the bill, Johnson said the most important has to do with Asian ocean carriers that “unfairly discriminate against American cargo.” He said that they will offload foreign goods in U.S. ports then simply sprint back to Asia so they can bring more goods back to the U.S., rather than taking the time to fill up with American goods to sell abroad.

“You look at Valley Queen, they’re a cheese manufacturer in South Dakota. They had 2 million pounds of already sold lactose that has been sitting in a warehouse just waiting for a shipment,” Johnson said. “And a recent container load of lactose that they had sold… sat on the dock for 75 days.”

“It started to spoil. And just on that one container load that was a $25,000 loss. And we have this happening throughout the American manufacturing and agricultural supply chain,” he added.
Another farmer, a pork producer, told Congress about how his product is sitting on the docks so long that it has to be frozen, which won’t do in Asian markets, where consumers like their pork chilled and never frozen.
https://pjmedia.com/news-and-politi...inesses-over-his-own-policy-failures-n1537647
In October, some 80% of agricultural shipments out of ports in Southern California had to be canceled, and the contracts that suppliers sign with shippers don’t give farmers and agricultural companies much leeway in the behavior of Asian shippers. Johnson says that the Ocean Shipping Reform Act will remedy much of the problem, not by resorting to protectionism but by encouraging trade with Asia.
“If you’re going to use this shared infrastructure, you’re going to play fair, and you’re not going to have unprecedented levels of rejection of American cargo – which is what we’re seeing actual rejection a refusal to take this cargo,” he said.
He also claims that the bill also increases the efficiency of our supply chain.
“Overall, the bill really creates an environment where efficiency is rewarded for these ocean carriers, and so you have provisions in the bill whereby data exchanges can be set up and are really – they’re incentivized to set them up,” Johnson said. “That is going to make the whole system operate a lot better.”
The Ocean Shipping Reform Act is now in the Senate’s hands, and if President Biden signs it into law, it stands to be the most sweeping update to shipping laws in three decades, according to Johnson.

American shipping companies are hoping to look beyond Southern California to solve some of the supply chain woes.
The Associated Press reports:
Mike Jacob, vice president and general counsel for the Pacific Merchant Shipping Association, said “it’s important to us” to reestablish shipping connections in ports in both Northern California and the Pacific Northwest, adding three companies have dedicated direct service calls to the Oakland port while two more have plans to start in January.
We shouldn’t be surprised that private companies and organizations are seeking better options than what the Biden administration has offered. Between expanding out of Southern California and decent bipartisan legislation, maybe we’ll see some relief from the supply chain woes. And maybe American farmers won’t have to see their hard work go to waste.
 

marsh

On TB every waking moment

Ships bound for backlogged California ports forced even further out to sea
Patrick Reilly
December 10, 2021 10:50pm

Satellite images show approximately 30 container ships sailing further away from the ports of Los Angeles and Long Beach.

Satellite images show approximately 30 container ships sailing further away from the ports of Los Angeles and Long Beach.Copernicus Sentinel-1 satellite

Backlogged container ships stranded off of the coast of southern California waiting for their chance to enter port have been moving farther out to sea due to safety concerns brought on by poor winter weather conditions, satellite images show.

Only about 30 ships were within view of the ports of Los Angeles and Long Beach, the two largest ports in the country, The Wall Street Journal reported on Friday, while over 60 others were forced farther out to sea amid high winds and rough seas.

Some are hundreds or even thousands of miles away, including vessels incoming from Asia that have reduced their speed in anticipation of delays, The Journal said. The ships are complying with a voluntary system put in place by shipping officials last month ahead of inclement weather conditions in the winter that pose a safety hazard, the paper said.

Kip Louttit, executive director of the Marine Exchange of Southern California that oversees ship movements in the area, told The Journal that “Container ships are very tall and blow around a lot in the wind.”

“The numbers were not going down, so therefore we needed to find a way to spread the ships out,” he said.
Container ships moored off the Los Angeles and Long Beach ports in Long Beach, California, U.S., on Saturday, Oct. 9, 2021. Inclement winter weather conditions are forcing more container ships from Asia to slow down.Bloomberg via Getty Images

Vessels raced across the ocean ahead of the new system’s implementation in order to cross a line 20 nautical miles, or about 23 miles, from shore to secure a waitlist position at one of the ports’ terminals, Jessica Alvarenga, a spokeswoman for the Pacific Merchant Shipping Association, told the paper.

Once ships make their final departure for the U.S., usually from China, captains receive an estimated date of berth and are able to slow their speed as they approach. Jim McKenna, chief executive of the Pacific Maritime Association, which represents West Coast terminal operators in labor negotiations, said that the trip from Asia that used to only take 10 to 14 days can now take some ships as long as 22 to 24 days.
Container ships at anchor outside the Port of Los Angeles, California on Nov. 2, 2021. Container ships at anchor outside the Port of Los Angeles, California on Nov. 2, 2021.Bloomberg via Getty Images

Ships approaching California from Asia are asked to stay more than 150 miles offshore, while those from the north and south are asked to stay more than 50 miles offshore to prevent collisions.

According to The Journal, the two ports handled 7.7 million import containers between January and September, up 21 percent from the same months in 2019 before the pandemic.

Nahal Mogharabi, a spokeswoman for the South Coast Air Quality Management District, told the paper her agency estimates a 60 percent increase in smog emissions as a result of port activity

The massive delay of container ships arriving at California ports comes amid a busy holiday season.
The massive delay of container ships arriving at California ports comes amid a busy holiday season.Bloomberg via Getty Images

The neighboring ports account for about one-third of all U.S. imports that have left many millions anxious about supply chain issues ahead of the holiday shopping season. In October, when over 100 ships were afloat outside of the ports, the White House announced the Port of Los Angeles, UPS, FedEx and Walmart would move to 24/7 work hours to alleviate the supply-chain issues. However, the change has had little effect due to the massive volume of imports.

The backlog has also caused an increase in container thefts. According to cargo theft recovery and prevention network CargoNet, thieves stole more than $5 million worth of goods as in California during the third quarter of 2021, a surge of about 42 percent from a year ago.

Container ships moored off the Los Angeles and Long Beach ports in Long Beach, California, U.S., on Saturday, Oct. 9, 2021.
Executive director Kip Louttit anticipates more container ships spreading out and staying away from the ports of Los Angeles and Long Beach.Bloomberg via Getty Images

Some retailers have even floated the idea of purchasing or leasing their own private fleet of freight ships.
 

marsh

On TB every waking moment

Air Freight Rates Soar To Record High Amid California Port Crisis

WEDNESDAY, DEC 15, 2021 - 07:20 PM

President Biden's plan to save Christmas by declogging Los Angeles and Long Beach ports has failed. The number of container ships anchored off the coast remains near record highs, and wait times to unload cargo is around three weeks. Some importers have opted out of the usual containerized shipping via ocean vessels for air freighters to ensure their goods make it to store shelves in time for the holidays.

Over the past three months, air freight rates on major shipping routes to and from China have doubled.
FT reports air freight rates between Shanghai to North America hit a record high of $14 per kilogram last week, up from $8 at the end of August. It even surpassed COVID highs of $12 when the entire world was using air freighters to ship medical goods worldwide during the early months of the pandemic. Similar routes such as Hong Kong to Europe and the US and transatlantic routes between the Europe and North America have experienced dramatic increases.



"Everyone knows if they want something on to the shelves before Christmas, they have to use air freight," said Yngve Ruud, head of global airfreight at Kuehne+Nagel, one of the world's largest freight forwarders.

Biden's effort to reduce dwell times is not working, even after he announced a new directive for the twin ports in mid-October to operate on a 24/7 basis. We noted at the time, in a piece titled "Here's The Truth Behind Biden's 24/7 Port Operations Pledge," that the move would not save Christmas. It now takes 21 days, or three weeks, for a vessel to enter the twin ports, that's up from seven in August.



Widespread supply-chain disruptions on major ocean shipping lanes have been a boon for air freighters. Top US importers have switched to air freight for high-value items. The extra shipping costs via air are being passed onto the consumer through inflation.

Some airlines have converted their planes into air-freighters to take advantage of the heightened demand for the expedient but costly service.

The cost of air freight will make some goods much more expensive this holiday season, as the relief for snarled supply chains might not be seen until the second half of 2022.
 

marsh

On TB every waking moment

Los Angeles Import Volume Sinks As Shipping Traffic Jam Worsens

FRIDAY, DEC 17, 2021 - 02:25 PM
By Greg Miller of FreightWaves

Despite America’s epic consumer boom, containerized imports to the Port of Los Angeles dropped to 403,569 twenty-foot equivalent units in November, down 14% from October and down 13.2% year on year. For the second month in a row, Los Angeles’ containerized imports have fallen below levels in the same months in 2018.


On one hand, the Port of Los Angeles will boast record full-year throughput in 2021, including loaded imports, loaded exports and empty containers.

Business is booming. Executive Director Gene Seroka said during a press conference Wednesday that the port was on track for 5.5 million TEUs of total throughput this year, 13% above the 2018 peak.

On the other hand, import volumes in Los Angeles were front-loaded in the first half when congestion, while significant, was less severe than it is now.

The last time monthly imports to Los Angeles were as low as in November was in June 2020, at a time when ocean carriers were canceling sailings to America due to lockdown-depressed demand.



November’s slide was not due to lower import demand, but due to port congestion coinciding with high demand. The evidence: The amount of cargo stuck waiting offshore of Los Angeles/Long Beach continued to rise as imports handled by the ports fell. In fact, the capacity stuck offshore increased even more than imports declined.

Looking at the San Pedro Bay port complex overall, combined imports to Los Angeles and Long Beach totaled 765,963 TEUs in November, down 10% from both October 2021 and November 2020, and flirting with November 2018 levels.



At the beginning of November, according to data from the Marine Exchange of Southern California, there were waiting vessels with boxes aboard (including container ships and noncontainer ships) with aggregate capacity of 637,329 TEUs. At the end of November, ships with aggregate capacity of 745,305 TEUs were waiting for berths in Los Angeles/Long Beach, up 17% from the beginning of the month.

The capacity of ships stuck off Southern California ports rose 107,976 TEUs over the course of last month, whereas the combined import throughput at the two ports fell 86,324 TEUs in November versus October.

The offshore ship queue has gotten even bigger in December.

According to the Marine Exchange of Southern California, 102 container vessels were waiting for berths in Los Angeles and Long Beach on Wednesday. The combined number of container ships waiting offshore and at the berths is at or near an all-time high.



The aggregate capacity of container ships waiting offshore, as well as noncontainer ships carrying boxes, was 794,962 TEUs on Wednesday, up another 7% from the end of November, according to data from the Marine Exchange. The capacity of ships in the Pacific Ocean queue now exceeds the combined monthly imports of Los Angeles and Long Beach.

The official calculation of the number of ships waiting for berths in Los Angeles/Long Beach recently changed due to a new queuing system to promote vessel safety and clean air. Under the new protocol, ships wait farther offshore and the number of vessels within 40 miles of the port has dramatically decreased.

During Wednesday’s press conference, Seroka addressed what the port spokesperson called “reports suggesting this [new queuing] system is being used as a way to hide or disguise the number of vessels waiting to enter San Pedro Bay.” Seroka maintained: “There has never been and there never will be any intent to hide data or vessels headed our way. Our goal is to present a transparent and accurate picture of the container vessel count.”

Empty container situation worsening
The executive director discussed a number of key performance indicators — some improving, some worsening.

Dwell time for containers moving by rail has dropped from a high of 13.5 days this summer to just two days, the lowest it has been since pre-COVID. Dwell time of containers moving by truck at Los Angeles terminals is down to six days from a peak of 11 days, Seroka added.

The number of loaded import containers dwelling at terminals for nine or more days is down 56% from Oct. 24, when a new fee for long-dwelling containers was announced by the ports.

Due to continued progress, implementation of the fee has been pushed back each week. “If we go backwards, you bet it will be implemented,” affirmed Seroka. (Port statistics show that reductions in long-dwelling containers have slowed over the past three weeks.)

Two metrics are going in the wrong direction. Street dwell time — the time containers are outside the terminals — “is now at a high of 10 days,” said Seroka.

“That needs immediate attention, to bring that number below four days as it was pre-surge.”

The empty container situation is also worsening. There are now 71,000 on Los Angeles terminals or near-dock depots, up from 65,000 a month ago, with 60% dwelling nine days or more.

In November, 325,838 TEUs of empty containers were loaded on ships. That’s up 11% year on year, but it marks yet another decline from the preceding month. In August, 364,212 TEUs of empties were loaded. The volume has declined every month since then.

Seroka warned, “If necessary, we will look at additional measures, including levying fees against liner companies for empty containers that dwell excessively at our marine terminals.”
 

marsh

On TB every waking moment

Rickards: The Great Supply Chain Collapse

SUNDAY, DEC 19, 2021 - 03:05 PM
Authored by James Rickards via DailyReckoning.com,

What’s at the root of the supply chain breakdown? That’s a critical question but the answer is almost irrelevant. The supply chain is a complex dynamic system of immense scale. It is of a complexity comparable to the climate as a system.


This means that exact cause and effect cannot be computed because the processing power needed exceeds the combined processing power of every computer in the world.

Most people have some notion of how supply chains work, but few understand how extensive, complex and vulnerable they are. If you go to the store to buy a loaf of bread, you know that the bread did not mystically appear on the shelf.

It was delivered by a local bakery, put on the shelf by a clerk, you carried it home and served it with dinner. That’s a succinct description of a supply chain – from baker to store to home.

Yet that description barely scratches the surface. What about the truck driver who delivered the bread from the bakery to the store? Where did the bakery get the flour, yeast and water needed to make the bread? What about the ovens used to bake the bread? When the bread was baked, it was put in clear or paper wrappers of some sort. Where did those come from?

Even that expanded description of a supply chain is just getting started in terms of a complete chain. The flour used for baking came from wheat. That wheat was grown on a farm and harvested with heavy equipment. The farmer hires labor, uses water and fertilizer and sends his wheat out for processing and packaging before it gets to the bakery.

The manufacturer who built the oven has his own supply chain of steel, tempered glass, semiconductors, electrical circuits and other inputs needed to build the ovens. The ovens are either hand crafted (engineered-to-order) or mass produced (made-to-stock) in a factory that may use either assembly lines or manufacturing cells to get the job done.

The factory requires inputs of electricity, natural gas, heating and ventilation systems, and skilled labor to turn out the ovens.

The store that sells the bread is on the receiving end of numerous supply chains. It also requires electricity, natural gas, heating and ventilation systems and skilled labor to keep the doors open and keep merchandise in stock. The store has loading docks, back rooms for inventory, forklifts and conveyor belts to move its merchandise from truck to shelf.

Every link in these supply chains requires transportation. The farmer relies on trucks or rail for deliveries of seeds, fertilizers, equipment and other inputs.

The oven manufacturer also relies on trucks or rail for deliveries of its inputs, including oven components. The bakery and the store rely mainly on trucks for deliveries of their inputs and the finished loaves of bread. The consumer relies on her automobile to get to the store and return home.

These transportation modes have their own supply chains involving truck drivers, train engineers, good roads, good railroads, rail spurs and energy supplies to keep moving and keep deliveries on time.

This entire network (farms, factories, bakeries, stores, trucks, railroads and consumers) relies on energy supplies to keep working. The energy can come from nuclear reactors, coal-fired or natural gas-fired power plants or renewable sources fed to a grid of high-tension wires, substations, transformers and local connections to reach the individual user.

Everything described above sits somewhere in a complex supply chain needed to produce one loaf of bread. Now take everything else in the grocery store (fruits, vegetables, meat, poultry, fish, canned goods, coffee, condiments and so on) and imagine the supply chains needed for each one of those products.

Then take all the other stores in the shopping center (home goods, clothing, pharmacy, hardware, restaurants, sporting goods) and imagine all the goods and services available from those vendors and the supply chains behind each and every one of those.

In case you think I have exaggerated the components and steps in making a loaf of bread in the above example, I didn’t. The example above is a grossly simplified description of the actual supply chain.

A full description of the needed supply chain would reach back further (where do the seeds for the wheat come from?) and branch off in tangential directions (where do the bread wrappers originate?).

A full description of the loaf of bread supply chain with choice of vendor analysis, quality-control tests and bulk purchase discounts among other decision tree branches could easily stretch to several hundred pages.

Now consider all of the supply chain links and possible bottlenecks described above are purely domestic. But very few supply chains are actually that local.

CEOs, logistics engineers, consultants and politicians have spent the past 30 years making supply chains global.

You’ve heard discussion of globalization since the early 1990s. What one may not have realized is that the process that was being globalized was the supply chain.

You know your iPhone comes from China. Did you know that the specialized glass used in the iPhone comes from South Korea? Did you know the semiconductors in the iPhone come from Taiwan? That the intellectual property and design of the iPhone are from California?

The iPhone includes flash storage from Japan, gyroscopes from Germany, audio amplifiers, battery chargers, display port multiplexers, batteries, cameras and hundreds of other advanced parts.

In total, Apple works with suppliers in 43 countries on six continents to source the materials and parts that go into an iPhone. That’s a quick overview of the iPhone supply chain. Of course, every supplier in that supply chain has its own supply chain of sources and processes. Again, supply chains are immensely complex.

Once the global perspective is added, we have to expand our transportation options from trucks and trains to include ships and planes. That means ports and airports are additional links in the chain.

Those facilities have their own links and inputs including cranes, containers, port authorities, air traffic controllers, pilots, captains and the vessels themselves. And to our list of trucks, trains, ships and planes we can add pipelines that transport liquids such as petroleum, gasoline and natural gas.

You get the idea. Supply chains may be hidden but they are everywhere.

They are interconnected, densely networked and unimaginably complex.


The touchstone of these efforts was the idea of just-in-time inventory (JIT). If you’re installing seats on an automobile assembly line, it is ideal if those seats arrive at the plant the same morning as the installation. That minimizes storage and inventory costs. The same is true for every part installed on the assembly line. The logistics behind this are daunting but can be managed with state-of-the-art software.

All these efforts are fine as far as they go. The cost savings are real. The supply chains are efficient. The capacity of this system to keep a lid on costs is demonstrable.

The supply chain revolution since the early 1990s has been about cost reduction, which gets passed to consumers in the form of lower prices. That practically explains the entire phenomenon.

There’s only one problem. The system is extremely fragile. When things break down, everything gets worse at the same time. One missed delivery can result in an entire assembly line shutting down. One delayed vessel can result in empty shelves. One power outage can result in a transportation breakdown.

In a nutshell, that’s what has happened to the global supply chain. There’s a lack of redundancy. The system is not robust to shocks. The shocks have occurred nevertheless (pandemic, trade wars, China-U.S. decoupling, bank collateral shortages and more) and the system has broken down.

The failures have cascaded. Delays in receiving commodity inputs in China have resulted in manufacturing delays for exports. Energy shortages in China have resulted in further disruption of steel production, mining, transportation and other basic industries.

Port delays in Los Angeles have resulted in component and finished goods delayed in the U.S. Semiconductor shortages have halted production of electronics, appliances, automobiles and other consumer durables that rely on automated applications. You’ve seen how complex the system is.

The bottom line is if supply chains are breaking down, the economy is breaking down. If the economy breaks down, the breakdown of social order is not far behind.

And the costs of social disorder are far higher than any possible savings from supposedly efficient supply chains.
 

marsh

On TB every waking moment
View: https://www.youtube.com/watch?v=nKC5bY03gSU
(starts at 2hr:15 min out of tot show of 3:00:05)


Fault Lines Radio


Stephen Oatley (of Wake up America fame - riot coverage) talks about trucking and the supply chain crisis

^^^^^^^^^^

See also
View: https://www.youtube.com/watch?v=ZInPtp6mF_8
11:56 min

The FMCSA head quit and the truth about the trucker shortage

Dec 21, 2021


Wake Up America Podcast


Today we learned that the head of the Federal Motor Carrier Safety Administration is abandoning her post in the middle of a "trucker shortage." In this video, I release some stress to actually let you all know EXACTLY what is going on in the trucking industry and why..... Follow us at https://www.capacitytoday.com
 
Last edited:

marsh

On TB every waking moment

How Vulnerable Is Your Personal Supply Chain?

TUESDAY, DEC 21, 2021 - 05:40 PM

Authored by Charles Hugh Smith via OfTwoMinds blog,
How vulnerable is your personal supply chain? For the average American, the answer is: very.


Americans consider abundance and ready availability as birthrights so basic they're like the air we breathe. The idea that shelves could become bare and stay bare is incomprehensible. yet that is the world we're entering, for a number of complex reasons.

One is that the world added not just another billion humans (now 7.9 billion), but one billion middle-class consumers, consumers who use about 100 times more energy per person than poor people. These additional billion middle-class consumers doubled the number of high-energy consuming humans in a few decades, and this enormous expansion of demand has consumed all the easy-to-extract resources of the planet. There are no cheap, easy-to-extract resources left; all that's left is expensive to reach, extract, transport, etc., and since energy is the master resource, as its cost rises, so does the cost of literally everything that depends on energy.

Consider a poor person in a rural village. Most of their food is grown locally, and their income is so limited they do not have the means to consume much energy or items shipped halfway around the world via the global supply chain. They might have a cheap mobile phone and a few consumer items gifted to them by relatives working in the developed world, but very little of their consumption depends on long global supply chains. If those chains break, the impact on the poor villagers is relatively modest.

Compare this relative self-sufficiency to the extreme dependence on long supply chains of the average American. Very little, if any, of their everyday consumption is sourced locally, i.e., within walking distance. Every item on the shelves requires immense consumption of energy to be manufactured / produced and shipped to the shelf, and every item has a long dependency chain of intermediaries, each of which is dependent on numerous components, specialty materials, machinery and processes.

Every intermediary, and every process and source used by each intermediary, is a potential source of failure of the entire supply chain.

Complexity and supply chains are abstractions.
To understand the intrinsic fragility of global supply chains, we must count the number of intermediaries in the chain from the resources extracted from the Earth to the end customer in the store aisle, and then count the intermediaries in each of those links.

Counting the intermediaries in every dependency chain between the source of what we need / want and the item on the shelf (or in the UPS / FedEx / postal service vehicle) is a measure of our dependency: the more intermediaries, the greater our vulnerability and the greater the fragility of the dependency chain.

This chain of dependencies is poorly understood outside each specialized industry. Consider semiconductors, widely touted as "the new oil," i.e., the essential component in global production. The process of manufacturing semiconductors is extremely complex and resource-intensive, and many of the solvents, machines and components are only manufactured by one or two firms globally. If any of these links are disrupted, the entire chain of production breaks, as each is irreplaceable.

If one firm produces 80% of the global supply of a specialty solvent, the smaller firm producing the other 20% cannot quadruple production for many reasons: its facilities are limited, adding capacity is a multi-year project, the equipment to expand isn't available, the supply of the petrochemical feedstock cannot be increased due to limitations in the storage and delivery chain, and so on.

There are many limits which are excluded from consideration when the supply chains are functioning. If we consider a system Americans take for granted--the ample supply of gasoline and diesel fuels--there are many unseen limits in the delivery system: the number of tanker trucks is limited, the number of drivers credentialed to drive the trucks is limited, intermediate storage of fuels is limited, and so on.

The system is optimized for the average driver to have less than half a tank of fuel. Should the system break down and drivers start hoarding, i.e., constantly topping off their fuel tanks, then the system cannot recover its previous stability: the system has been optimized to a narrow range of storage, tanker trucks, drivers, etc., and once the system breaks out of that narrow window, the entire chain collapses.

This is the reality of long global supply chains with dozens or hundreds of intermediaries: every supply chain has been optimized to function within a narrow window, and once any intermediary is disrupted, the entire chain breaks and cannot be restored once hoarding (at the wholesale level, over-ordering) begins. Hoarding is our instinctive response to shortages, and once the awareness of systemic fragilities and vulnerabilities rises, so too will hoarding.

There is another source of fragility in long supply chains with many irreplaceable intermediaries. Each intermediary must make a profit or it will shut down. If price increases passed along to an intermediary cannot be passed along to the next link, then the firm absorbing the increase will lose money. Since many intermediaries are small, marginally profitable firms, they cannot absorb losses for long. Once they shut down, the chain cannot be restored without replacing them, and that is a major project, as many intermediaries have specialized skills and trusted networks which cannot be replaced without local connections and sources.

Lastly, many of the global supply chain's numerous intermediaries depend on credit markets to function, as their receivables often exceed 90 days. In other words, they often receive payment months after they delivered the goods or services, and so they rely on credit to fund day to day operations. Should credit markets seize up--a typical occurrence in crises--these intermediaries will shut down due to lack of funding.

The price to be paid for stripping the domestic economy of productive capacity will be far higher than proponents of trade can even imagine, much less calculate. The price to be paid for becoming dependent on long, complex global supply chains with hundreds of intermediaries optimized for a narrow window of functionality will also be far higher than conventional analysts can imagine, much less calculate.

How vulnerable is your personal supply chain? For the average American, the answer is: very.

How do we reduce that extreme vulnerability?
One way is to consume less.

Another is to reduce the number of intermediaries between the source of our essentials and our household. For example, a barrel that collects rainwater off your roof is a source of water that has no intermediary. Vegetables collected from your home garden have limited intermediaries (sources of fertilizer and seeds). A solar panel that can charge your mobile devices in daytime has no intermediary once the panel has been purchased and installed.

All the items that become sources of essentials--water barrels, solar panels, fertilizers--could become costly or scarce, as each requires massive amounts of energy to produce. Obtaining sources is different from stockpiling the end products. Both are worthy of consideration. So is moving to a less dependent locale and reconfiguring one's life to consume less and reduce the number of intermediaries between your household and the sources of what you need.
 

marsh

On TB every waking moment

“I Say No” – Biden When Asked if Vaccine Mandate for Truckers will Worsen Supply Chain Crisis (VIDEO)

By Cristina Laila
Published December 22, 2021 at 11:37am
IMG_8488-1.jpg

Joe Biden on Wednesday met with his ‘supply chain disruptions task force’ and private sector CEOs.

Biden snapped at a reporter who asked if he took a second Covid test this morning after coming into contact with a Covid-positive White House aide.

“Wait, wait, wait a minute!” Biden shouted. “You asked me a question, ‘did I get my test today?’ – Yes, I did. Before I walked in here. I haven’t gotten the results yet.”

A reporter asked Joe Biden about his vaccine mandate for truckers.

“The trucking industry is petitioning the Supreme Court to repeal your vaccine mandate. They think it’s going to harm the supply chain recovery. What do you say?” the reporter asked Biden.

“I say no,” Biden replied.

VIDEO:
View: https://youtu.be/NdwA5OuTIeM
40:01 min

Joe Biden will require essential, non-resident travelers crossing US land borders, such as truck drivers to be fully vaccinated by January 22, 2022.

Cargo ships are still anchored off the coast of Southern California due to a lack of workers needed to unload and ship product.

The trucking industry is short 80,000 drivers, a record high, according to Chris Spear, the President and CEO of the American Trucking Association.

Mr. Spear said a whopping 37% of truck drivers will reject the Covid jab.

“In our sample survey of our fleets, it came back as 37% of our drivers not only said “no” – but “hell no”” Mr. Spear said, adding that even if 3.7% of his drivers were to leave rather than get the vaccine it would be “catastrophic.”

VIDEO:
View: https://twitter.com/i/status/1461692423067901961
1:19 min
 

marsh

On TB every waking moment

“Gifts Are Being Delivered, Shelves Are Not Empty” – Biden Absurdly Claims Supply Chain Crisis “Didn’t Actually Occur” (VIDEO)

By Cristina Laila
Published December 22, 2021 at 12:45pm
IMG_8494-1.jpg

Joe Biden on Wednesday met with his ‘supply chain disruptions task force’ and private sector CEOs.

Biden absurdly claimed there was never a supply chain crisis.

“Earlier this fall, we heard a lot of dire warnings about supply chain problems leading to a crisis around the holidays, so we acted,” said Biden. “The much predicted crisis didn’t occur!”

“Packages are moving. Gifts are being delivered! Shelves are not empty,” Biden declared.

VIDEO:

View: https://youtu.be/NdwA5OuTIeM
40:01 min

Don’t believe your lying eyes.

A Houston toy shop owner told CBS Morning on Wednesday: “There’s a lot of us explaining to people that we don’t have what they might be looking for.”

“There’s a lot of things that were expected two months ago…it’s still in the water,” he added.

View: https://youtu.be/IoTXOapF5xc
2:14 min
 

marsh

On TB every waking moment

Escape From LA: More Container Business Flees To East Coast

WEDNESDAY, DEC 22, 2021 - 03:40 PM
By Greg Miller of FreightWaves,

If so many container ships are stuck in the Pacific Ocean, waiting for weeks for a berth in Los Angeles or Long Beach, why not reschedule calls to another port? Why not make like Kurt Russell as Snake Plissken in the circa-1996 film and “Escape from LA”?


Liner networks use Panama Canal route to Atlantic to get around LA/LB congestion (Photo: ACP)
It’s not that simple, given how much warehousing and transloading capacity is built around the Southern California gateway — and congestion is affecting every port in America. Even so, shippers and carriers are indeed moving to sidestep Los Angeles/Long Beach.

In the ongoing battle for Asian imports between the West Coast and East Coast, the momentum is once again swinging back to the east. “November was the sixth straight month in a growing dichotomy in performance between the West Coast and East/Gulf Coast port ranges, with the latter performing markedly better,” wrote consultant John McCown in the new edition of the McCown Container Volume Observer.

Containerized imports to the top West Coast ports fell 7.5% year on year in November, he reported. In contrast, imports to East/Gulf Coast ports rose 9.9%.
McCown also tracked year-over-year changes in imports to West Coast versus East/Gulf Coast ports on a three-month trailing average basis. These numbers confirm a significant shift from the Pacific, reversing the switch in favor of the West Coast seen in the earlier months of the pandemic.



‘Anywhere but LA’
American Shipper asked consultant Jon Monroe about the potential to switch ports and avert Los Angeles/Long Beach congestion.

“It’s happening already,” said Monroe during a recent video interview. “I can’t name specific companies, but I can tell you a company that’s got huge facilities on the West Coast that normally calls LA/LB has moved to Houston and set up a transload center there.

“There are a lot of people saying, ‘Anywhere but LA’ — and yet you still see this long line of vessels coming in that are offloading in LA.

“You’re seeing the East [and Gulf] Coast being more of an opportunity,” said Monroe. “Let’s face it, many of these big importers can deliver from anywhere because they have a national network, whether it’s Los Angeles or Charleston or Norfolk or Jacksonville or Houston.

“I think a lot of people will adjust their network and are looking at their negotiations and trying to put more of their facilities or more of their containers outside of where they normally go in Southern California.”

Carriers are making moves as well as shippers. One example: Mediterranean Shipping Company’s Santana service previously sailed from Asia to Tacoma. In November, MSC switched the service to the East Coast: from Asia to Charleston and New York via the Panama Canal. The Santana service will add a Houston call starting next month.

East Coast vs West Coast
Pre-pandemic, imports from Asia were trending toward the East Coast. One driver was the West Coast labor dispute in 2014-15, which prompted importers to diversify their networks. Another was the expansion of the Panama Canal in 2016, allowing much larger container ships to call at Atlantic and Gulf ports.

Complementing those two drivers was the fact that most of the U.S. population lives in Eastern states.

During a 2020 interview with American Shipper, Deutsche Bank transportation analyst Amit Mehrotra maintained that the pull of the East Coast was a secular trend. “Keep in mind that 60% of the population lives east of the Mississippi,” he explained. “At the end of the day, if you come into the West Coast, you’re going to have to rail a lot of it east, to where the demand centers are.

“With the expansion of the Panama Canal and the port projects on the East Coast that allow for bigger ships, and with the majority of the population in these states, it disproportionately favors the East Coast ports.”

That secular trend was interrupted by COVID, which flipped the balance of power back to the west.

Passenger planes were grounded, slashing air cargo capacity. Air freight rates spiked at the very time locked-in Americans accelerated their use of e-commerce. Importers needed goods faster to accommodate surging consumer demand. Some that had previously used air shifted to premium, high-speed trans-Pacific ocean service. Others that had previously favored the East Coast switched to LA/LB to save two weeks in transit time.

Now, the West Coast’s transit-time advantage has largely evaporated, offset by multi-week waits for berths. According to the Marine Exchange of Southern California, there were 94 container ships waiting for LA/LB berths as of Thursday. Thirteen of those ships had been waiting for a month or more. The vessel Wan Hei 516 had been waiting for more than two months, since Oct. 14.



According to new data from Shifl, average transit time from China to New York is now actually lower than from China to Los Angeles.

Advantage East Coast, yet again.
According to McCown, “The loads they are switching are destined for eastern points and the widely reported congestion at West Coast ports has made the additional time and uncertainty of intermodal moves across the country less attractive.

“Those decisions are made easier by the fact that linehaul transportation costs of moving containers to most eastern points are typically much lower with all or more vessel service to the East/Gulf Coasts compared to rail cross-country intermodal service via the West Coast.”
 

marsh

On TB every waking moment

Fact Check: Psaki Claims Administration Fixed Cargo Crisis; ‘We’ve Saved Christmas’
1
Jen Psaki (Drew Angerer / Getty)
Drew Angerer / Getty
JOEL B. POLLAK22 Dec 2021109

CLAIM: The Biden administration says it’s solved the supply chain crisis by improving traffic at the key West Coast ports.

VERDICT: HALF TRUE. While there have been improvements, the cargo crunch is almost bad as it has ever been.

Press Secretary Jen Psaki told reporters on Wednesday that President Joe Biden’s supply chain task force “saved Christmas”:
Good news. We’ve saved Christmas. And that is because President Biden recognized this challenge early, acted as an honest broker to bring key stakeholders together, and focused on addressing practical problems across the global supply chain.

Here are just a few key points of progress:

The number of containers sitting on the docks at the Ports of LA and Long Beach for over eight days have fallen by nearly 50 percent.

The average amount of time containers sit on docks has fallen by a week.

The price of shipping a container between Asia and the West Coast has fallen by more than 25 percent since its peak in September.

And as the President also referenced, the stocks on shelves is at about 90 percent — retail stocks on shelves — at about 90 percent inventory. It’s about — it was about 91 percent pre-pandemic, just to give you a sense.

So, people can go purchase — purchase present even — even at this point if they haven’t done their shopping.
These statistics, while encouraging, leave out a major part of the story: the backlog of shipping at the ports has persisted.

The administration’s proposed fee of $100 per day per container has succeeded in clearing space on the docks — so much so that the fee has never been imposed, and has instead been postponed repeatedly. However, cargo ships are still backed up in large numbers, waiting to offload at the Los Angeles and Long Beach ports.

The Seatrade Maritime News reported Tuesday:
The two ports said they had seen a combined 46% drop in aging cargo on the docks since the planned fee was announced on 25 October. As result the ports would be holding off $100 per container, per day dwell fee until 27 December.

While the dwell times for containers have reduce the queues of ships to dock at LA/LB terminals remain as long as ever.

As of Friday 19 December some 95 containerships were queued to enter the two ports according to the Marine Exchange of Southern California. This number includes 23 containerships anchored or loitering within 40 miles of LA and LB, plus 72 container ships loitering outside the Safety and Air Quality Area (SAQA).
The Wall Street Journal reported last week that the backlog had reached a record of 101 container ships waiting to dock.

The Journal noted that the administration’s fee policy seemed to have helped create space on the docks. However, there was also a fall in imports, partly due to the fact that private shipping companies were switching on their own to smaller vessels:
Gene Seroka, the executive director of the Port of Los Angeles, on Wednesday attributed the decline to an influx of smaller ships that have been dispatched by retailers, manufacturers and logistics companies as they scramble to get around bottlenecks and satisfy consumer demand.

Mr. Seroka said smaller ships, which are less efficient for the ports to handle than larger vessels, made up about half the ships that called at the Los Angeles port in November. By comparison, smaller ships made up about one-third of vessel calls in October, he said.
Christmas is an annual religious holiday that is “saved” regardless of political administrations or supply-chain management.
 
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marsh

On TB every waking moment

biden-5.jpg

Biden claims he solved the supply chain crisis, but that’s not what retailers say…
DEC. 22, 2021 2:20 PM BY THE RIGHT SCOOP135 COMMENTS

Biden took a victory lap today claiming that he’d solved the supply chain crisis before it happened:

Rumble video 1:11 min

It’s true the shelves aren’t completely bare, but retailers are telling a very different story about how long it’s taking to get items.

View: https://youtu.be/GiXdKu0Ohro
.31 min

View: https://youtu.be/Re4BCx1DgGo
.45 min

But hey, forget this and just believe the propaganda Joe Biden wants you to believe and everything will be wonderful. That is until you go out and try and buy something…
 

marsh

On TB every waking moment

Shortages Are Getting Worse as the Global Supply Chain Crisis Enters an Ominous New Chapter

Michael Snyder
December 22, 2021

Shortages Are Getting Worse as the Global Supply Chain Crisis Enters an Ominous New Chapter


All of the shortages were supposed to be gone by now. During the first half of 2021, the blind optimists were assuring us that by the end of the year the pandemic would be over, the spike in inflation would have proven to be “transitory”, the global supply chain crisis would be resolved, and the U.S. economy would be booming. Of course the truth is that none of those things happened. In fact, overall conditions are even worse than they were six months ago. Now we are heading into 2022, and even the optimists are finding it difficult to say anything positive about the coming year.

What is 2022 going to look like if global supply chain problems continue to intensify? Not since World War II have we seen anything like the long-term shortages that we are now experiencing, and for many people this has been deeply frustrating.'

For example, a lot of pet owners have been dealing with severe pet food shortages for months, and those shortages just seem to keep getting even worse. The following comes from a Wall Street Journal article entitled “The Pet-Food Shortage Is Real, and Owners Are Scrambling”
After an online order didn’t show on time, Phyllis Pometta stopped at five different stores before she hit pay dirt. There it was on the shelf: beef stew-flavored dog food.
Ms. Pometta scooped up about four cans, which weren’t her preferred brand. She was desperate, with supplies of the food she usually bought for her dog nowhere to be found online or in stores.
These shortages are not just limited to a few areas of the country.

This is truly a nationwide phenomenon, and experts agree that it isn’t going to end any time soon.

Meanwhile, we are now being told that our nation is in the midst of “the great Candy Cane Crisis of 2021”
And now we’re apparently in the thick of what the New York Post has called “the great Candy Cane Crisis of 2021.” According to the outlet, some retailers haven’t been able to keep candy canes in stock, due to a combination of ongoing supply chain issues and a downturn in this year’s peppermint crop.
“We only received half of our candy cane order for the holiday season and sold out almost immediately. We currently have zero in stock,” Mitchell Cohen, the owner of New York City’s Economy Candy, told The Post.
I never imagined that I would be writing about a candy cane shortage in December 2021, but here we are.

And for those that like to get drunk during the holiday season, we are also facing a growing nationwide shortage of beer
Having a hard time finding your favorite craft beer? It could be part of the aluminum shortage, but the price of ingredients for beer is also skyrocketing due to supply chain issues throughout the world.
If this particular shortage continues to get worse, what will alcoholics all over America do in the months ahead?

Over in Japan, they are facing a different sort of a crisis. A lack of potatoes is forcing McDonald’s to start rationing french fries
A ‘fry-tening’ supply chain problem has materialized for McDonald’s Holdings Co. Japan is forcing it to ration french fries for at least a week due to a potatoes shortage.
Beginning on Friday, Japanese consumers desiring a classic Big Mac will be barred from ordering medium- and large-sized french fries.
They will be only allowed to order small french fries as the company blames massive flooding in Vancouver for its soggy mess and attempts to source spuds elsewhere.
The good news is that the Japanese tend to be quite polite, and so a lack of fries probably won’t start any riots.

But if we had to start rationing fries here in the United States, it would be a completely different story.

On the other side of the globe, the energy crisis in Europe went to an entirely new level this week
Europe’s energy crisis got even worse on Tuesday as a shortage of natural gas, nuclear outages, declining wind power output, and cold weather boosted prices.
The gas price at the Dutch TTF hub, the benchmark gas price for Europe, soared 10% to a new record high of 165 euros per megawatt-hour after gas entering Germany at the Mallnow compressor station plunged to zero. Flows were diverted eastward to Poland.
Energy prices in Europe are now rising at an exponential rate, and that is going to mean a very cold winter for a whole lot of people.

I would like to tell you that these problems are going to go away in 2022, but I can’t.

Instead, it appears that our supply chain issues may continue to escalate.

One of the largest grocery store chains here in the United States began limiting purchases of certain food items prior to Thanksgiving, and then they made the list of restricted items quite a bit longer for the Christmas season
Publix, which has more than 1,280 stores in the southern U.S., started limiting purchases of canned cranberry sauce, gravy, canned pie filling ahead of Thanksgiving. It has expanded its list of limited-purchase products ahead of Christmas to include sports drinks, half-and-half creamers, bacon, toilet paper, disposable plates, vegetable oils and cat food.

“Due to ongoing supply issues and increased holiday demand, we have updated our purchase limits,” Maria Brous, Publix director of communications, told USA TODAY, adding most products on the list are limited to two of each item including cat food variety packs.
But widespread rationing is perfectly normal, right?

The American people showed a great deal of patience early in this crisis, but now they are getting very restless, and many are blaming Joe Biden for our woes.

In fact, CNN is reporting that Joe Biden now has the lowest economic approval rating of any president since Jimmy Carter in 1977
Biden now sports the lowest net economic rating of any president at this point through their first term since at least Jimmy Carter in 1977.'

In the latest CNN/SSRS poll, Biden comes in with a 44% approval rating to 55% disapproval rating among registered voters on his economic performance. This makes for a -9 point net approval rating.

The average of all polls taken in December is quite similar with Biden at -13 points on the economy.
And another recent survey found that seven out of every ten Americans believe that 2021 was a bad year for our country…
The new Fox Business survey of registered voters finds 70 percent say 2021 was a clunker for the country. While that is better than the 78 percent who felt that way about 2020, it’s still much worse than the 38 percent who called 2019 bad.

In addition, 55 percent feel this was a bad year for them personally.

That too is an improvement from a high of 67 percent last year, but a far more negative assessment than in December 2019, before the pandemic started, when just a quarter said the same (26 percent).
It has definitely been a very tough year for most Americans, and so many of us are desperately hoping for a major turnaround in 2022.

But that isn’t going to happen.

It has taken decades of exceedingly foolish decisions to get us to this point, and an incredible amount of pain awaits us as we continue to steamroll down the path that we are currently on.

Biden, Pelosi, Schumer, Powell, Yellen, Fauci and all of our other “leaders” in Washington are absolutely clueless.

And if you actually believe that they can navigate us out of this mess, you are clueless too.

The blind are leading the blind, and most Americans don’t even realize that they are leading us right into a horrifying economic abyss.
 

marsh

On TB every waking moment

Supply Chain Predictions For 2022: A Mixed-Bag Of Consumer Spending, Port Management, And Omicron

by Naveen Athrappully
December 26, 2021

Supply Chain Predictions for 2022_ A Mixed-Bag of Consumer Spending, Port Management, and Omicron

It can’t be denied that 2021 has been a very disruptive year, with new CCP (Chinese Communist Party) virus variants popping up, governments going in and out of lockdowns, and supply chain disruptions felt throughout the world economy. Now experts from different markets are putting forth what they think is in store for the coming year.

Article by Naveen Athrappully from our premium news partners at The Epoch Times.

Anticipating the economic and business environment is proving to be difficult for 2022, but many are trying to predict the outcomes of the current trajectory in order to plan better for next year. Here are supply chain-related predictions for the year from three sources: a survey done by Bloomberg, a trade credit insurer, and a leading international magazine within the financial community.

For Chris Rogers from Flexport, a freight forwarding tech platform based in San Francisco, California, he bases his expectation on consumer habits and the COVID-19 pandemic.

“If the pandemic becomes flu-like and consumer spending shifts steadily back to services from goods, it will still take several months for current bottlenecks to dissipate. A similar or worse health outcome combined with continued fiscal or monetary stimulus means more spending on goods and challenges throughout logistics networks running well into 2023,” Rogers said to Bloomberg.

International Impacts on Supply Chains
Trade credit insurer Euler Hermes considers China’s zero-COVID policy that shuts down entire regions when singular infections are discovered and trade volatility during the Chinese Lunar New Year as negative impacts on the global supply chains in the short term.

The insurer sees three factors that could stabilize trade and bring supply chains back to normalcy before the end of 2022. The first factor is cooling consumer demand.

“The impressive household spending shift towards (durable) goods rather than services, in the context of curfews and lockdowns, should be much more timid going forward, even in the downside scenario of renewed COVID-19 outbreaks,” Euler Hermes said in a recent report.

The second factor is a return to pre-pandemic inventory levels for organizations. Due to increase in capital expenditure spending mainly in the United States and the urgency to restock over the past few months, “the level of inventories is already above pre-crisis long-term averages among most sectors.”

And, the final factor is a lowering of shipping congestion. As governments invest more in port infrastructure and increase port capacity, shipping costs are expected to decline from Q4, 2021. There is a record number of global orders for new container ships indicating a step toward resolving the freight bottlenecks currently faced in the United States.

One of the main predictions from financial magazine Global Banking and Finance Review is that manufacturers will produce crucial components locally, while shifting supply chains, from depending on foreign nations, back closer to home.

This can help meet sudden spikes in demand, unlike the current situation where manufacturing disruptions in hubs like China have a direct impact on American production. Other predictions include high container rates, as the demand for goods and services continues to sustain through the year, while the backlog of existing orders gets fulfilled.

With interest rate hikes coming early spring, demand is expected to cool down, which may lead to manufacturers and suppliers being able to take a break and ease some constraints on the supply chain.

Discouraging Outlook for Supply Chains
There are also experts quite bearish on their outlook for next year, and they do not see any relief, at least in the near future, for supply chain issues.

Alan Murphy from Sea-Intelligence, a weekly analytical report, said to Bloomberg, “The latest U.S. Census Bureau data shows no signs that we’re seeing any slowdown in U.S. consumer spending on durable goods, so we’re maintaining our outlook that we will continue to see a shortage of supply throughout 2022, with a possible resolution in 2023.”

Many others are worried about the rapidly-spreading Omicron variant which has now spread to more than 100 countries. Simon Heaney, senior manager at Drewry, a maritime research consultancy, said to the media outlet, “Regrettably, 2022 is shaping up to be another year full of severe disruption, under-supply and extreme cost for cargo owners.

“The virus is once again showing it is in charge and that all predictions related to it are folly, but it is not too bold to say this development will negatively impact the supply chain recovery by further depleting the already stretched supply of labor in the logistics arena and adding more healthcare-related red tape that will slow operations.”

A general market view indicates that many strategies are being put forth for resolving the present supply chain crisis. But, it will take time to bring about a tangible change. Meanwhile, disruptive situations like discoveries of new variants will put economies back on square one unless they grow resilient and learn to deal effectively with the circumstances.

Image by Mylene2401 from Pixabay.
 

marsh

On TB every waking moment

Biden Shoots Down Trucker Request to Nix Vaccine Mandate
Katie Pavlich
Katie Pavlich

Posted: Dec 25, 2021 5:00 PM

Biden Shoots Down Trucker Request to Nix Vaccine Mandate

Source: (Jeremy Martin/Laramie Daily Boomerang via AP)

When President Joe Biden issued a mandate in September forcing every company with more than 100 employees to require workers be vaccinated for Wuhan coronavirus, millions of truckers threatened to quit. The American Trucking Association has sued.

"To be very clear, ATA and its member companies support efforts to encourage all Americans to get vaccinated against COVID-19 – our trucks and drivers have been on the front line in fighting this pandemic since the beginning, moving personal protective equipment, test kits, the vaccine itself and much more as the country locked down, but we believe that the Biden Administration has overstepped its statutory authority in issuing this Emergency Temporary Standard,” ATA President and CEO Chris Spear said in November. “This standard arbitrarily picks winners and losers, and puts employers in an untenable position of forcing workers to choose between working and their private medical decisions, which is something that cannot be allowed."

“We told the administration that this mandate, given the nature of our industry and makeup of our workforce, could have devastating impacts on the supply chain and the economy and they have, unfortunately, chosen to move forward despite those warnings,” Spear continued. “So we are now, regrettably, forced to seek to have this mandate overturned in court.”

Now, with the supply chain still backed up, Biden is refusing to relent and continues to claim his mandate won't impact the trucking industry.

"I say no," Biden said this week when asked about repealing the mandate and whether it would cause additional supply chain issues.

Rumble video .12 min

Meanwhile, the constitutionality of Biden's vaccine mandate will be heard in front of the Supreme Court on January 7, 2022 after lower courts came to different conclusions about whether it can be implemented or enforced.

1640577291417.png
 

marsh

On TB every waking moment

Truckers frustrated by looming Biden vaccine mandate for cross-border Canada shipments
Canada and US impose vaccine requirements for cross-border travel

By Caitlin McFall | Fox News


American truck drivers who transport goods into Canada are frustrated by looming vaccine requirements, and some remain concerned the mandates could hinder the supply chain crisis.

Starting Jan. 15, 2022, Canada will require all "essential service providers, including truck drivers," to be fully vaccinated upon entry into the country.

Similarly, all truck drivers will also be required to be fully vaccinated to enter the U.S. one week later on Jan. 22.

Republicans on the Hill remain concerned that President Biden’s vaccine mandates could have negative impacts on the trucking industry and the supply chain crisis.

Sen. Steve Daines speaks during a Senate Finance Committee hearing on Capitol Hill in Washington on Feb. 24, 2021.

Sen. Steve Daines speaks during a Senate Finance Committee hearing on Capitol Hill in Washington on Feb. 24, 2021. (Michael Reynolds/Pool via AP)

In a Wednesday roundtable with northern-border state truck drivers, Montana Republican Sen. Steve Daines said he thinks "these overreaching vaccine mandates will shutter Montana businesses and force Montanans out of work."

"It’s going to hurt our Montana trucking businesses and make this inflation and supply chain crisis even worse," he added.

While several of the trucking officials said they were seeing the vast majority of their drivers getting shots in their arms, they remain concerned the existing driver shortage could spell trouble if even a small portion of drivers fall from the line.

"We pull probably 12 to 14 loads a day in and out of Canada. The concern that drivers have to be vaccinated to come back into the United States – get into Canada and come back here – is a big concern as far as our employment goes," Steve Hanson, general manager of Hanson Trucking said. "As with any small business in Montana, two to three people can break a business quick."

Hanson said he was lucky to be able to report that 99% of his drivers had gotten the shots in their arms.

Another trucking company that ships produce out of California up to Canada said all of its drivers had gotten vaccinated as well.

"They weren’t real happy about it, but they said they still have to feed their families," the official said.

"Some drivers have done it under protest," Hanson said during the roundtable, adding that "the biggest driver behind that protest is because it’s a mandate."

Daines said his frustration is rooted in the fact that migrants entering the country are not subject to the same vaccine requirements.

1640676719258.png

Trucks line up near Pier J to retrieve shipping containers from a China-based ship at the Port of Long Beach in California on April 4, 2018. (REUTERS/Bob Riha Jr.)

"It has made no sense to me," the Montana senator said. "Why the president kept the northern border locked down and the southern border wide open?

Canadians have a vaccination rate of about 80%. On the southern border, like when the Haitians were flooding across, it was less than one percent."

Other industry officials present at the roundtable expressed frustration with what they argued were arbitrary guidelines, asking why the line was drawn at businesses with 100 employees or more.

Republicans have pushed back on the vaccine mandates issued under the Department of Labor’s Occupational Safety and Health Administration (OSHA), arguing mass layoffs or resignations could further hinder supply chain issues and inflation.

But Labor Secretary Marty Walsh said last month that the majority of truckers will not actually be affected by the sweeping mandate because, for the most part, they work solo in the cab of their truck.

The OSHA guidelines have an exemption for workers "who do not report to a workplace where other individuals such as co-workers or customers are present."

Chris Spear, president and CEO of the American Trucking Associations, championed this carveout last month and called it "an enormous victory for our association and industry."

People arrive at City Hall in protest of COVID-19 vaccine mandate in New York City Oct. 25, 2021.

People arrive at City Hall in protest of COVID-19 vaccine mandate in New York City Oct. 25, 2021. (REUTERS/Eduardo Munoz)

Spear said the exemption would give the trucking industry "the relief it needs to keep critical goods moving, including food, fuel, medicine and the vaccine itself."

While Spear championed the carveout, he has helped lead a suit currently in the Supreme Court challenging the sweeping vaccine mandates.

But Daines argued the exemption only shows that the regulation is illogical to begin with.

"Creating carveouts for some companies and not others shows how arbitrary and senseless this mandate really is," he told Fox News. "I am doing all I can to reverse this mandate and look forward to the Supreme Court taking this issue up."
 

marsh

On TB every waking moment

First-Ever Fully-Autonomous Semi-Truck With No-Human On Board Traverses Arizona Highway

WEDNESDAY, DEC 29, 2021 - 03:05 PM
Hardly a day goes by without some truck drivers thinking their days are numbered as AI, machine learning, and robotics could soon take their jobs.

In an industry that moves over 70% of U.S. freight by weight and labor and fuel costs are becoming more expensive, transportation companies are itching to swap human drivers for robot ones.

The latest example that automated semi-trucks could be available for commercial use in the next few years was the recent test by San Diego-based TuSimple.



According to a TuSimple press release, the company tested a class 8 vehicle (otherwise known as a trailer tractor) on a public road without human intervention. The nighttime test was conducted on Dec. 22 on an 80 mile stretch of highway between Tucson, Arizona, and Phoenix.

TuSimple "successfully completed the world's first fully autonomous semi-truck run on open public roads without a human in the vehicle and without human intervention," the press release said.
The one-hour and 20-minute drive is the first time a class 8 autonomous truck has operated on open public roads without a human in the vehicle and without human intervention and is part of an ongoing test program that will continue into 2022.
The test was performed in close collaboration with the Arizona Department of Transportation and law enforcement. The autonomous driving test was 100% operated by TuSimple's ADS without a human on-board, without remote human control of the vehicle, and without traffic intervention. - TuSimple
TuSimple's Autonomous Driving System can navigate streets, read traffic signals, maneuver on and off highways, and even change lanes while interacting with other vehicles.


Over the years, we've shown readers there is no shortage of reports (read: here & here) suggesting that robots can potentially displace jobs. The signs we see today, focusing on transportation, are that automated trucks could be maneuvering roads and highways by the end of the decade, perhaps as early as 2027. With that being said, all those newly minted drivers who are taking advantage of snarled supply chains might want to come up with a backup plan once automation begins to displace drivers.
 

marsh

On TB every waking moment

Traders Start Freaking Out Over Fresh Supply Chain Collapse As Covid Sweeps Across China

WEDNESDAY, DEC 29, 2021 - 12:50 PM

It may have taken a while, but it was always just a matter of time before China - creator of the covid virus (with funding from Fauci) and trillions in economic devastation - succumbs to the pandemic.

Workers in protective suits disinfect around Xi’an Bell Tower in Xi’an, Shaanxi Province on Dec. 26.


As we reported yesterday, the western Chinese city of Xi’an has begun widespread disinfection measures since late Sunday to counter a jump in Covid infections that forced the lockdown of 13 million residents. In images reminiscent of January 2020, authorities are spraying disinfectants across the city and asking residents to close windows and avoid touching architectural surfaces and vegetation on streets. Private cars are not allowed on roads, while lockdown rule-breakers are publicly shamed and paraded through the streets carrying placards with their names in Cultural Revolution-style disciplinary measures.

View: https://twitter.com/i/status/1476139220913819650
1:13 min

The move came as daily infections spike to around 150 on Sunday and Monday, one of the highest daily increases since the original covid wave flooded out of Wuhan, as health authorities seek to uncover more cases with a fourth round of mass testing.

Then on Monday, with just over a month until the 2022 Winter Olympics are set to kick off in Beijing on Feb. 4, China reported a total of 162 domestic Covid infections, with 150 of those from Xi’an, the highest daily caseload since Jan. 22.

A surge of that scale is rarely seen in China, which is the only major country in the world still aggressively trying to eliminate the virus via closed borders and stringent domestic curbs under what’s called a Zero Covid strategy.

Remarkably, the Xi’an outbreak, which has seen more than 600 cases in less than three weeks and is being blamed on the delta variant, underscores the difficulty China faces in returning domestic infections to nil as the virus mutates.

While the nation claims it has found just a handful of omicron infections among travelers from other countries, it also claims it hasn’t seen the far more infectious and immunity-evading variant spreading into the community.

It's only a matter of time before not even China can cover up the fact that hundreds of millions of Chinese are infected with Omicron, which in turn means it is only a matter of time before we get a new round of collapsing supply China.

Picking up on this theme, Commodore Research founder Jeffrey Landsberg noted in his latest daily that new daily coronavirus cases continue to climb in China, and "each of the last three days have seen at least 200 new daily coronavirus cases reported in China" marking a feat previously not seen since March 2020.
As a result, "new restrictions remain in place in China, including the city of Xi'an (home to 13 million people) remaining in lockdown. Residents are still not allowed to leave the city and are only allowed to leave their homes to shop for essentials or get tested. Overall, it remains to be seen when the outbreak will subside, and in our view it is also becoming increasingly likely that foreign visitors will not be allowed into China for the Olympics. No signs yet, though, that the Olympics will not be held in February as planned."
But a far bigger wildcard than the Olympics is the question we asked last night, namely what happens if (or rather when) China can no longer contain Omicron and is forced to shut down again?

1640825326741.png


And speaking of the devil, just hours later we got the first confirmation that the latest Chinese covid breakout may be the most serious yet, after Korean tech giant Samsung Electronics said it’s conducting flexible adjustment in its chip production line in Xi’an, China, amid coronavirus spread.
Due to the ongoing COVID-19 situation, we have decided to temporarily adjust operations at our manufacturing facilities in Xi’an, China.

This decision was made in accordance with our commitment to protecting the health and safety of our employees and partners, which remains our top priority.

We will also take all necessary measures, including leveraging our global manufacturing network, to ensure that our customers are not affected.
So what happens next? As a reminder, the last time China's megaports of Yantian or Ningbo were closed, supply chains collapsed and shipping rates went astronomical after a modest lag (see "Shippers Frantic After China's Busiest Port Shuts Container Terminal Due To Covid" and "Brace For Astronomical Shipping Costs As China Goes Into Lockdown Mode"). It is only a matter of time before the rapidly spreading Omicron leads to a similar port lockdown, and a fresh round of paralysis in trans-Pacific shipping.
 

marsh

On TB every waking moment

“These Filthy Pigs Have Ruined Everything!” – Latino Truck Driver Rails Against Biden Regime and Communist Democrats Over Product Shortages (VIDEO)

By Jim Hoft
Published January 1, 2022 at 7:55pm
communist-democrats-oil-walmart.png


Reality bites.
A Latino truck driver posted video of himself after leaving a second Walmart that was out of oil for his vehicle. He compared it to Cuba. And he rightfully blamed the Communist Democrats.

And he’s a Trump supporter.

He HATES Democrats.
Latino Truck Driver: “Bro we need to vote for Donald Trump or whoever comes in 2024. What these filthy communist Democrats are doing to this country is a piece of sh*t.”
View: https://twitter.com/i/status/1477321420770353152
1:11 min
 

marsh

On TB every waking moment

IKEA Says Supply Chain Issues Forcing Them to Raise Prices

By Cassandra Fairbanks
Published January 1, 2022 at 10:00am
ikea-store-600x337.jpg

IKEA has boosted its prices due to the supply chain crisis.


The world’s largest furniture retailer announced on Thursday that they will be upping their prices by an average of nine percent across all markets.

“Unfortunately now, for the first time since higher costs have begun to affect the global economy, we have to pass parts of those increased costs onto our customers,” IKEA’s Retail Operations Manager Tolga Öncü said in a statement.

Reuters reports, “IKEA had previously said it was leasing more ships, buying containers and re-routing goods between warehouses to mitigate supply chain disruptions but said it was now having to pass the costs onto customers, as it expected the turbulence to continue.”

“IKEA continues to face significant transport and raw material constraints driving up costs, with no anticipated break in the foreseeable future,” IKEA’s statement said, adding that they expect the supply chain problems to last “far into 2022.”

The company reports high demand as people have been spending more time in their homes during the pandemic.
 

marsh

On TB every waking moment

They Know What’s Coming, White House Puts Port Envoy on Podium to Discuss Supply Chain Issues

January 5, 2022 | sundance | 275 Comments

The U.S. government does not operate in a vacuum without knowledge of what is happening and a solid perspective on what is likely to happen. Whether they listen to the commonsense advisors, or whether the control officers intentionally keep counter positions away from the principle, is another matter; however, the officials generally know what is most likely to happen.

The White House put Port Envoy John D. Porcari, who is also intricately involved in the supply chain taskforce, on the podium today to discuss supply chain issues. The full video of his remarks is posted below, but my spidey sense is telling me they know what we know, and they are starting to prepare for what will ultimately become impossible to ignore. WATCH:

View: https://youtu.be/WBdaUEnSkA0
.11 min


It’s not just a port issue, as we have discussed on these pages, the interventionist policies and regulations from the people creating the COVID response (writ large) have been fubar from the beginning. {Go Deep} When they shut down the restaurants and hospitality sector (2020 lockdowns), the advisors and bureaucrats triggered a cascading series of events inside the food supply chain.

food-production-1.jpg


I know it sounds weird to try and wrap your arms around, but those early decisions in 2020 created a problem that only a very few people could see and follow to its natural conclusion.

The 60/40 supply chain for food away from home (restaurants, fast-food locales, schools, cafeterias etc.), and food at home (supermarkets and grocery stores etc.), is not something you can just fiddle around with. {Go Deep}

Supply chains are challenging on their own. However, within the various supply chains, the supply chain for U.S. food distribution is the most complex supply chain in the world. There’s nothing even close. It was created by decades of free market operators following efficiencies of scale to produce the best, most wholesome and reliable food supply chain ever created. In many ways it is our best national security advantage.

The free-market distribution system would eventually overcome the problem and reestablish its efficiencies. However, given the scale of disruption -and the fact that catch up harvests are seasonal- it was obviously taking several years.

Most Americans were not aware going into the COVID mitigation effort that food consumption in the U.S. was a 60/40 proposition. Approximately 60% of all food was consumed “outside the home” (or food away from home), and 40% of all food consumed was food “inside the home” (grocery shoppers).

Food ‘outside the home’ includes restaurants, fast food locales, schools, corporate cafeterias, university lunchrooms, manufacturing cafeterias, hotels, food trucks, park and amusement food sellers and many more. Many of those venues are not thought about when people evaluate the overall U.S. food delivery system; however, this network was approximately 60 percent of all food consumption on a daily basis.

The ‘food away from home‘ sector has its own supply chain. Very few restaurants and venues (cited above) purchase food products from retail grocery outlets. As a result of the coronavirus mitigation effort, the ‘food away from home’ sector was reduced by 75% of daily food delivery operations. However, people still needed to eat. That meant retail food outlets, grocers, would see sales increases of 25 to 50 percent, depending on the area.

The retail consumer supply chain for manufactured and processed food products includes bulk storage to compensate for seasonality. As Agriculture Secretary Sonny Perdue noted in 2020, “There are over 800 commercial and public warehouses in the continental 48 states that store frozen products.”

Here is a snapshot of the food we had in storage at the end of February 2020: over 302 million pounds of frozen butter; 1.36 billion pounds of frozen cheese; 925 million pounds of frozen chicken; over 1 billion pounds of frozen fruit; nearly 2.04 billion pounds of frozen vegetables; 491 million pounds of frozen beef; and nearly 662 million pounds of frozen pork.

This bulk food storage is how the total U.S. consumer food supply ensures consistent availability even with weather impacts. As a nation, we essentially stay one harvest ahead of demand by storing it and smoothing out any peak/valley shortfalls. There are a total of 175,642 commercial facilities involved in this supply chain across the country

The stored food supply is the originating resource for food manufacturers who process the ingredients into a variety of branded food products and distribute to your local supermarket. That bulk stored food, and the subsequent supply chain, is entirely separate from the fresh food supply chain used by restaurants, hotels, cafeterias etc.

For almost four months in 2020, the retail supply chain was operating way beyond capacity, as most “food away from home” was turned off or severely limited. The burn rate of raw food products in storage jumped a stunning 40 percent. Those bulk warehouses, the feeder pools for retail/consumer manufactured food products, started to run low as the various states kept making rules about restaurant capacity and venue availability due to COVID.

Believe me, we don’t want to find out what happens when those 800 mass storage facilities run out. This “bigger picture” was not being considered by politically minded governors, DC politicians, and public health-centric advisors who focused exclusively on using the politics of the virus for control.

Here we are, two years later, and the currently empty shelves, in combination with layers of new short-sighted policy, are a downstream consequence of that originating disruption.

The best thing government could do to avoid a crisis would have been to do nothing. Just let people go back to normal, and that would have allowed the market process to eventually correct itself. However, they didn’t stop -and worse- the Biden administration started implementing massive policy changes (energy policy, regulatory policy, legislative policy, monetary policy) while simultaneously pumping COVID bailout money into the economy.

As the food sector tried to gain its footing, the wave of price increases driven by energy policy only made things worse. We have been seeing these staggering price increases at the grocery store. Then, at the worst possible time, the new Omicron narrative “a winter of death awaits” was pushed. Now, the labor side of the supply chain equation is hit even harder stressing out every facet of the food distribution system.

Instead of just preparing for massive price increases, we are now preparing for massive shortages in this most important sector.

People are starting to see completely blown-out empty shelves and slow replenishment. Soon, as a result of this situation worsening, there is very likely to be public pressure on government to solve the problem which, ironically and insufferably, the government intervention created.

How will the White House respond to demands that someone fix the problem of empty shelves?

You already know the answer to that question, and it isn’t good.

Here’s the full presser with John D. Porcari (prompted):

View: https://youtu.be/n0-N4nrmuDY
58:00 min

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thompson

Certa Bonum Certamen
Sundance is not usually given to hyperbole.. This ties in with Marsh's post #263


We Have Less Than Two Weeks to Finalize Preparation
January 7, 2022 | sundance | 780 Comments

I do not know how better to emphasize the points other than to be direct and brutally honest. Sometimes you just have to call the baby ugly. The window to prepare for the incoming crisis of our lifetime is now down to two weeks. Hopefully, that is specific enough.

As we have discussed on these pages, the interventionist policies and regulations from the people creating the COVID response (writ large) have been fubar from the beginning. {Go Deep} When they shut down the restaurants and hospitality sector (2020 lockdowns), the advisors and bureaucrats triggered a cascading series of events inside the food supply chain {Go Deep}.

Every policy implementation since then has made matters worse {Go Deep}

Adding to the supply chain and inflation crisis, in about a week the vaccine mandate and subsequent commercial passport means 30,000 cross border truckers are about to get shut down from operating between the United States and Canada.

70% of the 700 billion in trade between Canada and the US is moved by truck. This will have a dramatic effect on supplies and services reaching their destination and getting in the hands of those who need them. One needs to look no further than the recent UK fuel shortage, where the military had to be brought in to deliver fuel as a result of a lack of truck drivers. We are already seeing shortages, if these shortages reach critical levels on items such as fuel, food, blood, medicine or medical supplies, we will see real long-lasting damage.

~ Mike Milliam, President of the Private Motor Truck Council of Canada

As noted by those following the issue(s) closely: “Starting January 15th, 2022, truckers must show a proof of vaccine to cross the Canada/US borders. Since March 2020, drivers were considered “essential”. They could cross the border without a covid test or the vaccine. Under Biden/Trudeau administration, this is about to change”:

22,000 truckers are about to lose their job. But this estimate is from the Canadian Trucking Association. The Private Motor Truck Council of Canada (PMTC) estimated this number closer to 31,000 truckers.

We are looking at a meltdown of the supply chain, or at least some severe disruption.

Get everything you need now. Inflation is about to get real. (read more)


CTH readers are already well versed in the domestic side of this issue {Go Deep}. When you overlay the USMCA aspect and recognize the critical sectors of the North American economy that are reliant upon each other; and when you realize that no one outside of the blue collar crews who have specific expertise in applying commonsense to this equation are talking about it, then you begin to realize what is obviously about to hit, and yet all will claim they never saw it coming.

We have approximately two weeks left. After that, I genuinely do not know what things will look like…. but I do know it will not be good. We are in very uncharted and unstable waters.

Act as if… or be acted upon. Ultimately, this appears to be our choice right now.

If we are wrong, then we will breathe a sigh of relief. However, if we are correct….

….. FUBAR!
 

marsh

On TB every waking moment

Rickards Exposes Globalism's Achilles' Heel

SATURDAY, JAN 08, 2022 - 09:20 AM
Authored by James Rickards via DailyReckoning.com,

Supply chain disruptions have not been resolved, and it’s not clear when they will be. You’re seeing the effects of these disruptions at the store in the forms of shortages and higher prices.

Yet the supply chain is a subject that very few are familiar with beyond a superficial acquaintance.

Most people think the supply chain is just part of the global economy. That’s not entirely true. The supply chain is the global economy.

There isn’t a single good or service of any kind that does not arrive through a supply chain. Not one.

If the global supply chain is broken, then the global economy is broken.

That increasingly appears to be the case.




The supply chain difficulties will grow worse. Even more troubling is the fact that the remedies will take years and sometimes decades to implement.

The reasons for this have to do with long lead times in implementing onshoring.

For example, the U.S. can cut its dependence on Asian semiconductor imports by building its own semiconductor fabrication plans (fabs).

The problem is that these plants take from three–five years to build, and the scale needed is enormous.

There are impediments to supply chain recovery that are not directly related to particular supply chains that nonetheless hurt the process of adaptation and substitution.

For example, there’s already a labor shortage in America. The causes are complicated.

There’s no literal shortage of potential workers, but many workers prefer to stay home because of some combination of government benefits, child-care responsibilities or inadequate pay offered by employers (who can’t afford to pay more themselves because they’ll go out of business).

A lot of this labor shortage centers on lower-wage jobs such as waiters, store clerks, fast-food staff and office assistants. But there will be a labor shortage coming soon in more high-skilled areas such as engineers, pilots, machinists and medical personnel.

This shortage will not be due to low pay, but to vaccine mandates.

President Biden has ordered that all federal contractors must be fully vaccinated by Jan. 18, 2022. (That’s in addition to federal workers and the military who are already subject to vaccine mandates and have no choice).

The vaccinated rate among federal contractors is actually lower than the country as a whole. The national vaccination rate is approaching 70%, while the federal contractor rate is closer to 60%.

It’s even lower in some specialties such as avionics.

These workers know the vaccine is available, understand the risks (both ways because of side effects) and have chosen not to be vaccinated. It’s almost impossible to change their minds at this point.

Though the courts have blocked the mandate, the Biden administration is not backing off. The federal contractor workforce is huge, in the millions. We expect a massive wave of resignations and terminations among highly skilled workers if the administration gets its way.

Professionals and high-value-added blue-collar workers from Boeing to Textron and hundreds of thousands of other firms will be fired or will quit.

The U.S. economy is already weak. The supply chain is already in disarray.

This mass termination of skilled contractors could put the economy into a recession.


Some analysts have even suggested that the global supply chain is being sabotaged by major participants such as China to hurt Western economies for geopolitical reasons.

It’s difficult to tell if the supply chain is being intentionally sabotaged or whether it’s just collapsing under its own weight. Possibly both.

In a way, it doesn’t matter because anything as complex and as highly scaled as the global supply chain will always collapse; it’s just a question of when.

For 30 years, the goal of supply chain management has been efficiency, usually defined as the elimination of redundancy, inventory and latency (more on that below). That’s fine in the short run but it results in a system that is brittle and has no tolerance for even small disruptions.

The nature of complex systems is that small causes have tremendous impacts to the point of total collapse.

It is possible that one or more parties chose to disrupt the system intentionally without realizing how vulnerable the entire system really was. This combination of intentional acts and unintended consequences is a staple of history, including the outbreak of World War I.

Once the implosion begins, it’s very difficult to stop.
 

marsh

On TB every waking moment
Basic Services and Supply Chains Are Rapidly Breaking Down All Over America
Basic Services and Supply Chains Are Rapidly Breaking Down All Over America

by MICHAEL SNYDER
January 9, 2022

I warned you that things would get even worse in 2022, and that is exactly what is happening. Throughout the latter stages of 2022, I documented how basic services were breaking down all across the country, but this was a trend that was largely ignored by the mainstream media until now. Fear of the Omicron variant has taken things to an entirely new level, and at this point things have gotten so bad that even the mainstream media is full of stories about this crisis. For example, over the weekend this was one of the Drudge Report’s main headlines: “NATIONWIDE BREAKDOWN OF SERVICES”. The following is an excerpt from that story

Ambulances in Kansas speed toward hospitals then suddenly change direction because hospitals are full. Employee shortages in New York City cause delays in trash and subway services and diminish the ranks of firefighters and emergency workers. Airport officials shut down security checkpoints at the biggest terminal in Phoenix and schools across the nation struggle to find teachers for their classrooms.

The current explosion of omicron-fueled coronavirus infections in the U.S. is causing a breakdown in basic functions and services — the latest illustration of how COVID-19 keeps upending life more than two years into the pandemic.

This is happening almost everywhere, and it is deeply affecting industry after industry. Last week, I wrote about how one man in St. Louis had to wait 10 hours for an ambulance to show up.

I still can’t get over that.

And once people get to our hospitals, often they can’t get treated in a timely manner because there aren’t enough workers. Of course hospitals are trying to hire as fast as they can, but finding qualified people is extremely difficult these days. For example, one hospital in Nebraska has been advertising for an ultrasound technician for six months and still has not received one single application

Troy Bruntz runs Community Hospital, a 25-bed critical access facility in McCook, Nebraska. He’s been trying to recruit a third ultrasound technician for at least six months without getting a single application.

For lower-level positions, the hospital competes with the local Walmart store, where wages are rising. He monitors the pay offered by the retailer as well as the other large local employers, a hose manufacturer and an irrigation equipment supplier.


Isn’t that nuts? There are more than 10 million open jobs in the United States today, but the U.S. economy only added 199,000 workers during the month of December…

The US economy added 199,000 jobs in December, the Labor Department reported Friday. That was the fewest jobs added in any month of 2021. That was a major disappointment: Economists had forecast jobs growth of double that number. So how could forecasts be so off again?

In the old days, adding 199,000 workers would have barely kept up with population growth. But we can’t really talk about “population growth” these days, can we?

Our hospitals are being absolutely overwhelmed with the sick and the dying, but most of those same hospitals are now severely undermanned thanks to Biden’s absurd mandate for healthcare workers.

As a result, members of the National Guard are being forced to serve hospital duty in quite a few states

An incoming tide of patients is slowly drowning UMass Memorial Medical Center, and the US military’s National Guard is working to plug the gaps. In wave after daily wave, the emergency crews pull up to the ambulance bay, dropping off patients for which there is no room.

“It’s just the perfect storm for a nightmare here in the emergency department,” says Dr. Eric Dickson, the CEO of the hospital and an emergency physician.


So if you show up at your local emergency room because you are dying, you may get “treated” by a member of the National Guard with no medical training whatsoever.

Meanwhile, our nightmarish supply chain crisis just continues to escalate.

In the waning days of 2021, optimists assured us that the computer chip shortage would soon go away, but the numbers are telling us that it has gotten even worse. In fact, the wait time for chip delivery is now the longest that it has ever been

Delivery times for chips jumped in December, signaling the semiconductor shortage is worsening into the new year, according to research by Susquehanna Financial Group.

On average, lead times increased six days to approximately 25.8 weeks last month compared with November. This is the longest wait time since the firm began monitoring the data in 2017.


And thanks to fear of Omicron, we are starting to see very alarming shortages of meat and eggs at supermarkets from coast to coast…

SEVERAL American supermarkets are reporting incidents of “bare shelves” as fears grow over an imminent meat and egg shortage amid a surge in Omicron cases.

Food chains have been one of the first to be disrupted by the new super strain as workers fall ill and productivity drops.


If you are a “meat and potatoes” kind of person, I have some more bad news for you. It turns out that there is a “growing global potato shortage” too…

There’s a growing global potato shortage — a real problem for a planet addicted to french fries and chips. A number of popular items, including marmite and cream cheese, have faced scarcities amid supply chain disruptions wrought by the coronavirus pandemic and extreme weather. Potatoes are the latest to join the list, becoming unevenly available in some countries and fast-food chains because of a confluence of factors.

I tried to warn everyone that this was coming. If you don’t want a spoiler about where all of this is eventually headed, then definitely don’t read my latest book.

The economic optimists assured us that the shortages would be gone by 2022, but instead we are starting to see truly bizarre things happen. In Norway, the military is actually issuing used underwear to the troops because shortages have become so intense

Coronavirus supply chain issues have hit fuel supplies, led to shortages of masks, vaccines and electronic components, and snarled up holiday gift deliveries. In Britain, truck driver shortages led to fears last summer of pubs running dry.

Now, Norway’s military is facing a supply shortage that is particularly personal: New recruits are being asked to wear previously used undergarments – including socks, bras and underwear – returned by conscripts after they complete their service.


Doesn’t that sound fun? Unfortunately, if you are in the military you have to do what you are told to do. Of course our politicians seem to think that they can treat all of us like we are in the military these days.

They just keep imposing more rules, more restrictions and more mandates. And the more they clamp down, the more our society is going to break down. 2022 is certainly off to an inauspicious start, and the weeks ahead certainly do not look very promising at all.
 

marsh

On TB every waking moment

bare-shelves-biden.jpg

No supply chain CRISIS? Tell that to THESE EMPTY SHELVES, Joe. #BareShelvesBiden

JAN. 9, 2022 6:01 PM BY FRED T195 COMMENTS

Folks on Sunday are once again sharing photos of the empty shelves around their towns and across the country. It’s something of a tradition each week now, since Biden has continued to say there’s problem despite our own eyes seeing it every week.

Like all the other actual problems that face Americans every day, Biden has chosen to ignore this in favor of progressive politics, pursuing legislation allowing Democrats to tamper with elections and getting rid of the filibuster, not to mention continuing hints at packing the court, passing massive spending bills, and naming anything and everything “infrastructure” to get away with it.

Oh and labeling anything they don’t like an “insurrection.”
But the shelves ARE continuing to be quick to empty and slow to refill everywhere.

Gettr:


Twitter:

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View: https://twitter.com/i/status/1480305415548289028
.07 min

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Yeah there are a LOT more.

But remember, the media is supporting Biden’s claim there’s no such thing.

That’s because we live in a propaganda state. As you know.
 

marsh

On TB every waking moment

Amidst A Historic Shortage Of Drivers, Debate About Autonomous 18-Wheelers Has Begun

MONDAY, JAN 10, 2022 - 10:50 PM

While the debate about the safety of self-driving cars rages on between automakers and regulators, another debate is about to begin: can massive self-driving 40 ton 18-wheeler trucks be safe on the roads?

Forcing the issue are companies like J.B. Hunt , Uber’s freight division and FedEx - all of whom are testing autonomous big rigs. The technology, which could be useful now during the current driver shortage, is likely still years away. But that hasn't stopped the issue from being hotly contested, according to a new Bloomberg report.

Sterling Anderson, co-founder of Aurora Innovation Inc., sees the obvious benefits: “Human drivers, by our nature, have to eat, sleep and take breaks. What that leads to is enormous underutilization of these trucks and much slower movement of goods.”

Haven't these drivers learned anything from Amazon yet? You're supposed to use the bathroom in your vehicles to save time.

While legislation hasn't been put in place yet, the idea of tractor trailers barreling down highways without drivers has caught the attention of safety advocates. The NHTSA, for example, is quick to point out that 12.6% of all crashes on U.S. roads in 2020 involved a large truck.


Cathy Chase, president of Advocates for Highway and Auto Safety, commented: “What we see playing out on roads with some cars claiming to have self-driving capabilities crashing into barriers and people is giving people some pause. We should not be putting test products on the roads.”

Chase says its "unclear" if self-driving tractor trailers would solve problems related to the nation's supply chain at this point.

But technology companies continue to press on with testing. Waymo’s trucking division has also started to test driverless trucks, helping along efforts by J.B. Hunt.

Meanwhile, the industry is currently about 80,000 drivers short of what it needs to meet demand, the report says. Drivers are down 6.8% in 2020, from 2019, The American Trucking Associations said.

Ariel Wolf, general counsel to the Self-Driving Coalition, concluded: “It has to be safe, but we have to get these vehicles on the road as swiftly as possible.”
 

marsh

On TB every waking moment

New York Port Hit With Rare Vessel Congestion Amid COVID-Induced Labor Shortage

MONDAY, JAN 10, 2022 - 07:30 PM

President Biden's cunning plan to clear congestion from the nation's top ports failed at the end of 2021 and continues to underwhelm in the new year.

New data from Bloomberg shows a rare bottleneck has materialized at the New York area's port terminals, the busiest on the East Coast, due to labor shortage fueled by the COVID-19 pandemic.

"We have seen a spike in the number of labor going out into quarantine," Port Authority Director Sam Ruda said. The average wait time for a container ship is about 4.75 days in the final week of 2021, compared with an average of 1.6 days for the entire year.



The developing backlog is a labor issue as port workers stay home due to the rapid spread of the Omicron virus.

Running at full capacity since the virus pandemic began in early 2020, the port handled 27% more cargo in November 2021 than it did in November 2019. So any disruption to labor has made it susceptible to a backlog.
"We've essentially had five years of cargo growth in the space of 18, 20 months or so," he said.
Ruda said the number of vessels sitting off port was approximately 12 to 13 to start the new year and down to 9 this past Wednesday. By Friday, ships at anchor increased to 11.
"On an order of magnitude, it does seem quite small, but it does have our attention," he said.


Meanwhile, at the twin ports of Los Angeles and Long Beach, California, on the West Coast, responsible for 40% of all shipping containers entering the U.S., congestion is at a record high of three weeks.

President Biden's plan to alleviate port congestion is not working. Vessels are avoiding the mess on the West Coast and are opting for other less crowded ports. The shipping crisis continues to spread.
 

marsh

On TB every waking moment

A Warning from Australia — Here’s What Joe Biden’s Vaccine Mandate on Truckers Will Look Like When It Kicks In #BareShelvesBiden

By Jim Hoft
Published January 11, 2022 at 9:02am

According to government figures U.S. goods and services trade with Canada totaled an estimated $718.4 billion in 2019. Exports were $360.4 billion; imports were $358.0 billion.

Canada was the largest goods export market in 2019. Canada was the United States’ 3rd largest supplier of goods imports in 2019. U.S. goods imports from Canada totaled $319.4 billion. 70% of that trade is moved by truck.

Starting on January 15th, this coming Saturday, US truckers must show proof of vaccine to enter Canada. The Biden regime’s vaccine mandate will mean around 30,000 cross-border truckers will be forced to shut down.

Things are about to get real.

The storm is coming.


Here is what we have to look forward to — from reader Trevor in Australia.
You may be aware that various states in Australia (e.g. Queensland and Western Australia) have made vaccines mandatory for truck drivers. This has caused a supply chain crisis in Australia as supermarkets and shops are running out of goods. This photo was taken inside our local Coles supermarket today (10 January 2022).
This is what the US has to look forward to when the Biden administration bans truck drivers from going over the Canadian border.
Let’s Go Brandon!
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It’s coming folks. #EmptyShelvesBiden and his regime are going to bring the pain. You better plan accordingly.
 

marsh

On TB every waking moment

Now Even the Far-Left Media is Reporting on the Grocery Crisis and Empty Shelves Across the Nation

By Joe Hoft
Published January 11, 2022 at 1:00pm

Empty-Shelves.jpg


Joe Biden is now in real trouble. Even the far-left media that always backs him and all things liberal/progressive are abandoning him.

We’ve been reporting for some time on the grocery and goods shortages from around the country.


HotAir reports today:
If the positives fouling the grocery supply chains are Omicron — and they are almost certainly near 100% of those cases — then the isolation is pointless. This variant will come into contact with every household eventually, regardless of workplace isolation.
It’s far too transmissible to expect anything else, and we may already be largely arriving at that status. Asymptomatic people are almost zero risk to vaccinated coworkers and customers, and still very low risk to unvaccinated people. Symptomatic people should stay home anyway for their own health, but everyone else should be allowed to get to work.
HotAir then went on to report that the far-left is now even reporting this. Far-left Slate reports:
Grocery stores and food supply chains have been stretching themselves throughout the pandemic to keep products in stock, but the onset of omicron is now upending operations across the board. In the grocery stores themselves, outbreaks among staff are exacerbating already-existing labor shortages stemming from the Great Resignation. Bloomberg reports that cases have tripled among the staff of SpartanNash, a major grocery chain and supplier in the Midwest, over the last few weeks, with about 1 percent of its 18,000 employees testing positive. The company has still been able to fulfill orders, though there have been delays, even with lots of employees working overtime. Beyond directly infecting the workforce, the omicron variant has had some secondhand impacts on the industry’s labor. Many parents who work in grocery stores are staying home due to widespread school and daycare closures, and other employees have decided their jobs just aren’t worth the risk of exposure during this surge.
Grocers have struggled to get their hands on certain items due to similar staffing shortages up the various food supply chains they rely on, forcing them to seek out different brands or to simply leave the shelves empty. For example, Reuters reports that there’s been a spate of infections among inspectors at meat plants, who according to federal law must approve meat products before they are sold commercially. The USDA has been trying to send inspectors to staff shortage hotspots, such as Wisconsin, in response. The United Food and Commercial Workers has further noted an uptick of infections among meatpacking workers, particularly at plants that have not urged their staffs to get booster shots. And slaughterhouses have been operating at lower capacity due to short-handed crews; on Friday, the number of cattle slaughtered was down 6 percent, and the number of pigs slaughtered down 5 percent, compared to last year, according to the USDA.

Altogether, these supply chain hiccups, inflation, and booming demand may lead to further increases in meat prices.
The far-left Washington Post also finally is reporting on this crisis as well.
It’s barely 2022 and already social media is swamped with pictures of empty grocery shelves — from cream cheese to paper towels, children’s juice boxes and cat food.

Some of the culprits for this round of shortfalls are the same as in the early days of the pandemic, and some can be chalked up to new problems bumping up against old ones.
The new problem the Washington Post is referring to is the Biden gang of incompetents who really have no idea how to address any issue.
 

marsh

On TB every waking moment

Beef Prices Jump As Omicron Spread Sickens Meat Plant Workers

TUESDAY, JAN 11, 2022 - 08:25 PM

The COVID-19 Omicron variant's spread among U.S. meatpacker workers is threatening beef output and raising prices, according to Bloomberg.

New data from the U.S. Department of Agriculture shows beef output last week dropped 5.3% YoY, and wholesale prices jumped 1.3% on Monday, the most significant increase since August.



Rising meat prices have been the Biden administration's core focus as food inflation is a big concern for working poor Americans. Biden's polling data is near an all-time low as inflation wipes out wage gains.



The administration has blamed the meat industry for price-gouging. Still, it appears they have very little knowledge or are unable to or unwilling to admit problems actually driving inflation in the industry, which is related to labor issues.
"The beef market is finding some strength because you're having trouble with absentee workers," Don Roose, president of U.S. Commodities Inc. in West Des Moines, Iowa, told Bloomberg by phone.
Recently absenteeism at processing, packaging, and distribution of meat plants has recorded around 8%, up from 4-5%, said Mark Lauritsen, vice president of meatpacking at the United Food and Commercial Workers Union, representing thousands of plants employees.
"Meat plants don't tend to be as bad as the general population," Lauritsen said, adding that many meat workers are fully vaccinated and kept absenteeism relatively low.
However, the spread of the highly contagious omicron virus variant that can infect fully vaccinated people has begun to sicken workers from meatpacking plants to supermarkets. It is producing supply problems in the new year.

Cargill Inc., a top U.S. meatpacker, said it was experiencing a rise in infections at its plants, though all the plants are still operating.

Other food makers, such as Conagra Brands Inc. and Campbell Soup Co., are seeing upticks in absenteeism among workers due to COVID.

Meanwhile, Americans begin to panic as many have taken to social media to voice their concerns about food shortages at supermarkets.

This all means that food inflation will remain elevated through 2022 despite Biden's attempt to squash it ahead of midterms.
 

marsh

On TB every waking moment

Buttigieg Does Supply Chain Crisis Victory Lap as Grocery Shelves Go Empty
8
US Department of Transportation Secretary Pete Buttigieg speaks after a tour of the Ports of Los Angeles and Long Beach during a press conference at the Port of Long Beach on January 11, 2022 in Long Beach, California. (Photo by Patrick T. FALLON / AFP) (Photo by PATRICK T. FALLON/AFP …

PATRICK T. FALLON/AFP via Getty Images
PAUL BOIS11 Jan 2022203

Transportation Secretary Pete Buttigieg was hailed as the man who “saved Christmas” on Tuesday over his handling of the supply chain crisis as Americans around the country shared photos of empty grocery shelves on social media.

Speaking at a press conference at the ports of Los Angeles and Long Beach, Buttigieg said that while the supply chain crisis will continue throughout the pandemic, he celebrated the transportation of goods over Christmas.

“As long as the pandemic persists, as long as we are making up for decades of past disinvestment, we are going to see impacts on shipping times and shipping cost,” Buttigieg said. “When there is an issue affecting ports here, you will feel it as far away as my Indiana hometown.

“Not only is this about the presents under the tree, this is about essential goods like medical goods that are needed in this moment of continued public health challenge,” he added.

Buttigieg hailed the shipment of goods over the Christmas season as “an extraordinary achievement,” noting that the ports of Los Angeles and Long Beach “processed 14 percent more containers compared to those processed in 2018 over the same time period,” according to the Hill.

“One of the reasons why Christmas was not in fact canceled is that ports like L.A. and Long Beach moved record levels or goods, allowing an all-time record high in terms of retail sales his holiday season,” he said.

Los Angeles Mayor Eric Garcetti further hailed Buttigieg as the “man who saved Christmas.”
Photos around the country painted a much bleaker picture, showing empty grocery store shelves.

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As CNBC noted, the supply chain crisis has severely impacted the top grocery chains, with Albertsons, Kroger, and Walmart falling below stock value.

“Albertsons shares fell 9.75% to $28.79 at market close, after the company detailed the supply chain challenges and inflated costs it’s seeing on its earnings call,” said CNBC. “The dive in its stock occurred even though the grocer raised its fiscal 2021 forecast. Shares of Kroger fell about 3%, while Walmart shed less than 1%.”
 

marsh

On TB every waking moment

New Year Brings New All-Time High For Shipping's Epic Traffic Jam

WEDNESDAY, JAN 12, 2022 - 08:20 PM
By Greg Miller of FreightWaves,

America made it through Christmas without too many bare shelves, despite historic port congestion. Goods were brought in early and shoppers shopped early. Holiday sales were up 11% from 2019, pre-COVID.



Consumer fears of a holiday shortage appear to have spiked in October, then pulled back as concerns lessened.


Google searches for the term “port congestion” were up 376% from the beginning of 2021 in the second week of October. Searches for the term “supply chain” peaked in the third week of October, up 194% from the beginning of last year. Searches for both terms then faded back to normal in November.



Supply chain pressures are trending in the opposite direction of Google searches. The holiday rush may be over, but the offshore traffic jam of container ships is still getting worse, and the volume of inventory on the water (thus unavailable for sale) is still increasing.

As 2022 begins, import volumes remain very strong ahead of China’s Lunar New Year holiday, concerns are mounting about omicron-induced dockworker shortages at U.S. terminals, and the number of container ships waiting for berths in Southern California has — yet again — hit a new high.

Ships waiting off SoCal triple
A record 105 container ships were waiting for berths in Los Angeles and Long Beach on Thursday and Friday, according to data from the Marine Exchange of Southern California.

On Thursday, only 16 were in port waters (within 40 miles of Los Angeles and Long Beach) and 89 were loitering or slow steaming outside the newly designated Safety and Air Quality Zone, which extends 150 miles to the west of the ports and 50 miles to the north and south. Ship-positioning data from MarineTraffic confirms that most of these vessels are off the Baja peninsula.



There were more than three times as many container ships waiting for LA/LB berths as there were at the same time last year, 11.6 times more than on June 24 (the low point for last year), and 31% more than on Oct. 24, when online searches for the term “supply chain” peaked and the ports of Los Angeles and Long Beach announced a new Biden administration-backed congestion fee plan.

Because ships vary widely in size, a more telling indicator than the number of ships is total capacity of vessels in the queue. The vessels waiting for LA/LB berths on Thursday (including container ships and general cargo ships with containers aboard) had an aggregate capacity of 815,958 twenty-foot equivalent units, according to Marine Exchange data.

To put that in perspective, that is 6% higher than the combined imports of Los Angeles and Long Beach in the entire month of November. It is 9% higher that the capacity of ships waiting offshore at the end of November (745,305 TEUs) and 28% higher than capacity off LA/LB at the beginning of November (637,329 TEUs).

Ships waiting off other ports
It’s not just about LA/LB.

In Northern California, the port of Oakland experienced heavy congestion in Q2 2021, after which queues disappeared when carriers slashed services. But services are being added back and anchorages are refilling. As of midday Friday, MarineTraffic data showed eight container ships anchored in San Francisco Bay and one more loitering in the Pacific.

An additional four container ships were waiting for berths in Seattle/Tacoma in the Pacific Northwest. And over on the Gulf Coast, five container ships were anchored or loitering off the shores of Houston.


Maps: MarineTraffic. Left: Anchored ships in Francisco Bay off Oakland. Right: Ships waiting off Houston


On the East Coast, the queue off Savannah, Georgia — which at one point last year reached 30 ships, second only to LA/LB’s — was down to just two container vessels. However, queues have grown to the north. There were six ships waiting off Charleston, South Carolina, and an additional four waiting off Virginia.

The ports of New York and New Jersey are now home to the largest queue on the East Coast.

As of Friday, MarineTraffic data showed 11 container ships offshore, bringing the grand total waiting for berths along all three U.S. coastlines to 146.


Maps: MarineTraffic. Left: Ships off Charleston and Savannah. Right: Container ships off NY/NJ
 

marsh

On TB every waking moment

Global Economy Heading For "Mother Of All" Supply Chain Shocks As China Locks Down Ports

THURSDAY, JAN 13, 2022 - 01:06 PM
Over the past month, as Wall Street turned increasingly optimistic on US growth alongside the Fed, with consensus (shaped by the Fed's leaks and jawboning) now virtually certain of a March rate hike, we have been repeatedly warning that after a huge policy error in 2021 when the Fed erroneously said that inflation is "transitory" (it wasn't), the central bank is on pace to make another just as big policy mistake in 2022 by hiking as many as 4 times and also running off its massive balance sheet... right into a global growth slowdown.
The Fed is going from one huge error (inflation is transitory) to another huge error (4 rate hikes and runoff won't crash markets).
— zerohedge (@zerohedge) January 11, 2022
And, as we have also discussed in recent weeks, one place where this growth slowdown is emerging - besides the upcoming deterioration in US consumption where spending is now being funded to record rates by credit cards before it encounters a troubling air pocket - is China and its "covid-zero" policy in general, and its covid-locked down ports in particular.

But what until recently was a minority view confined to our modest website, has since expanded and as Bloomberg writes overnight, the effects of restrictions in China as the country maintains its Covid-zero policy "are starting to hit supply chains in the region." As a result of the slow movement of goods through some of the country’s busiest and most important ports means shippers are now diverting to Shanghai, causing the types of knock-on delays at the world’s biggest container port that led to massive congestion bottlnecks last summer that eventually translated into a record number of container ships waiting off the coast of California, a glut that hasn't been cleared to this day.



With sailing schedules already facing delays of about a week, freight forwarders warn of the impact on already back-logged gateways in Europe and the US and is also why HSBC economists are warning that the world economy could be headed for the “mother of all” supply chain shocks if the highly infectious omicron variant which is already swamping much of the global economy spreads across Asia, especially China, at which point disruption to manufacturing will be inevitable.

"Temporary, one would hope, but hugely disruptive all the same" in the next few months, they wrote in a research note this week first noted by Bloomberg.

For those who have forgotten last year's global shockwave when China locked down its ports for several days, a quick reminder: it led to an unprecedented hiccup in global logistics and shipping which hasn't been resolved to this day. That's because China is the world’s biggest trading nation and its ability to keep its factories humming through the pandemic has been crucial for global supply chains.



While the outbreak of omicron in China has been small compared to other nations (if one believes China's official data, which is a big if) authorities are taking no chances, especially with China's continued "zero-covid" policy. In recent weeks scattered infections of both the delta and omicron variants have already triggered shutdowns to clothing factories and gas deliveries around one of China’s biggest seaports in Ningbo, disruptions at computer chip manufacturers in the locked-down city of Xi’an, and a second city-wide lockdown in Henan province Tuesday.

Below is a brief timeline of the most recent events courtesy of Deutsche Bank:
  • China's first Omicron outbreak was detected in the city of Tianjin over the weekend. On the morning of Jan 8, two patients in Tianjin who actively sought medical treatment were confirmed as being infected with the Omicron variant. The local government immediately locked down certain districts, restricted travel, and conducted large-scale screening. A total of 41 positive cases have been reported as of the morning of Jan 11.
  • The source of the local cases in Tianjin is still unknown, and community transmission is possible, according to local disease control officials. All previous local Omicron cases in Tianjin belonged to the same transmission chain. However, the above cases cannot be confirmed to be in the same transmission chain as the sequences of the imported cases of the Omicron variant that have been found in Tianjin. The early confirmed cases do not have any travel history outside Tianjin either. The specific source of the local cases found in Tianjin is still unknown at this time.
  • More alarmingly, the same Omicron virus strain has already spread to outside Tianjin. Two positive cases were found in Anyang, Henan on Jan 8, and were later confirmed to be the same Omicron variant found in Tianjin. Through contact tracing and gene sequencing, the source was identified as a college student who returned to Anyang from Tianjin on December 28, 2021, and who did not show any symptoms. 81 cases have since been confirmed in Anyang over the past few days. This suggests that (1) the Omicron virus may have been transmitted in Tianjin for almost 2 weeks; and (2) other travelers might have already carried the Omicron virus from Tianjin to elsewhere in China.
Looking at the recent data, China's Covid outbreak this winter could be worse than in the previous winter - as shown in the chart below more provinces have detected Covid outbreaks this winter. Entering Q4, there are 12 provinces which have found more than 19 local cases in the past 14 days. More significantly, the total number of new cases in the past 14 days in Shann’xi has already exceeded 1500, which is a record high, except for in Hubei when Covid first occurred in early 2020, and this has happened despite China now having very high vaccination rates and strict regulations such as lockdowns. In addition, comparing the differences between months near Chinese New Year in 2021 and 2022, not only have the number of news cases been larger this year, the provinces hit by Covid outbreaks this year also tend to have higher GDP and population density.



As Bloomberg adds, Henan and Guangdong, which also has an outbreak, are centers of electronics production. If cases continue rising there, it could impact the supply of iPhones and other smartphones.

This also brings us to what Bloomberg calls the paradox of China’s aggressive “Covid-zero” strategy: while on one hand it helps contain the virus spread, to do so usually requires significant disruption or lockdowns as authorities limit the movement of people. The repeated mandatory testing of whole cities interrupts businessess and production, although nothing to the extent seen in places like the US, where the omicron wave caused an estimated 5 million people to stay home sick last week, leading to further economic slowdown (as discussed in "A March Rate Hike? Not So Fast")

That risk of disruption for factories is already prompting companies to spread their risk by ensuring they have alternative production facilities, Stephanie Krishnan, a supply chain expert at IDC in Singapore, told Bloomberg.

“We are starting to see companies mitigating risk, seeing where they can increase capabilities for production of different products in different factories so they can shift that around,” she said.

Echoing what we said last night in "New Year Brings New All-Time High For Shipping's Epic Traffic Jam", Krishnan doesn’t see an end to the global supply crunch anytime soon and cautions it could take several years for the snarls to unwind. It’s a sobering outlook to start a year that many had hoped would mark the beginning of the end of the Big Crunch which dogged producers and consumers through much of last year.

Clearly what happens next is critical, and how China’s control of the virus plays out will ultimately be crucial, said Deborah Elms, executive director of the Singapore-based Asian Trade Centre. Those companies whose supply chains are fully located inside China may be insulated by the country’s mitigation strategy. But that won’t apply to everyone, she said.

“Lots of products in supply chains come from outside China,” Elms said. “Given challenges elsewhere, even zero Covid doesn’t solve all the issues of disruption.”
* * *
In its assessment of next steps, Deutsche Bank expects the government will try to contain the Omicron outbreak with more lockdowns and quarantines rather than taking a "live with Covid" approach. This will pose downside risks to near-term growth. The impact on consumption could be significant, although probably not as large as what happened in 2020.

While Omicron is far less deadly than other Covid variants, it is still deadly enough to cause healthcare service shortages in China, at least in some regions. Vaccination has proven to be ineffective in preventing Omicron from spreading, and while it offers protection against hospitalization, China still has some 20% of the population who are not vaccinated and will face serious health risks if Omicron becomes widespread. As such, DB says that a containment approach is still the government's optimal choice for this winter regardless of how fast Omicron spreads in the next few weeks. It will be good news if travel restrictions, lockdowns and large-scale testing and contact tracing work in containing the outbreak. Even if outbreaks cannot be contained in some regions, these measures will still be considered necessary in flattening the curve and preventing hospitals from being overwhelmed nationwide.

What is much more important for the US, global capital markets and the Fed's monetary policy - which has assumed much stronger growth in 2022 - is that China's Omicron outbreaks are significant downside risks for near-term consumption demand. Restrictions will likely be imposed nationwide to reduce travel before the Chinese New Year and encourage people to stay where they are. Cities where new cases were found will reimpose lockdowns and social distancing measures. The impact in each city will depend on local authorities. Experience from the past 2 years was that while some cities (such as Shenzhen and Shanghai) can manage outbreaks in a less disruptive way, other cities (such as Xi'an) have resorted to stricter and larger scale lockdowns, causing severe disruptions to consumption and service sector activities.

Businesses such as restaurants, as well as those linked to travel, and leisure & entertainment will suffer from sharp revenue reductions or even temporary shutdowns. This may also cause temporary job and income losses and negatively impact consumer goods purchases. Retail sales growth dropped by 3ppt in Jan-Feb 2021 (in 2-year average terms). Retail sales might weaken again in Jan-Feb 2022, though the YoY growth rate might not drop much owing to the low base in 2021.



Nevertheless, consumption will likely recover rapidly once lockdowns are lifted. Similar to what happened before, such negative shocks will likely be transitory and will be followed by strong recovery once lockdowns are lifted and businesses reopen.

Still, the notorious bull-whip effect will emerge once again, as supply chains once again become stretched, and like in 2021 the question will be how the trade off between rising costs - as goods in transit end up stuck on a ship far longer than expected - and slowing growth will impact the Fed's view on what the optimal policy response is. While the Fed's prerogative for now is clearly to contain inflation, the reality is that much of the inflation experienced today is on the supply side, something which Brainard told the Senate in her confirmation hearing the Fed is powerless to address. Meanwhile, if we see a "surprise" drop in growth in the coming months, the Fed will have no choice but to delay or at least stagger its tightening as the last thing the Fed can afford to do is hike into another recession, which will then quickly be followed with even more easing.
 
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