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Fuel That Powers the Global Economy Is Flashing Recession Signs

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(Bloomberg) — Signs of an economic slowdown are flashing in the global diesel market.

In China, the number of trucks running on highways is noticeably down in recent weeks. In Europe, diesel’s premium to crude futures recently plunged to the lowest level in more than a year. In the US, demand is on track to contract 2% in 2023, S&P Global Inc. says. Excluding 2020, when much of the economy briefly came to a standstill, that 2% slump would be the biggest drop in America’s diesel use since 2016.

We are “assuming one of the worst economic climates in recent memory outside of the 2008-2009 financial crisis and the pandemic,” said Debnil Chowdhury, S&P’s head of Americas fuels and refining.

No matter how you crunch it, demand for the heavy-machinery fuel that powers everything from commercial trucking fleets to construction equipment is weakening in many of the world’s largest economies. Viewed as an early signal of weaker industrial activity and reduced consumer spending, the pullback has recession-watchers on high alert.

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“Diesel demand can act as a leading indicator for broader growth as an early sign that spending by households is waning,” said Ben Ayers, a senior economist in the US with Nationwide Economics. “An expected drop in diesel demand fits with building recession risks across the economy.”

Read More: Economists Boost US Recession Odds on Higher Rates, Banking Woes

Once the world’s hottest fuel after Russia’s invasion of Ukraine disrupted trade flows, diesel prices have been coming down amid concerns many of the world’s biggest economies have bumpy roads ahead. Economists say there’s a 65% chance of a US recession and a 49% chance of a European one within the next year. In China, the risk is lower but the country’s recovery from its formerly harsh Covid-19 restrictions will still require a marked improvement in consumer confidence, and fast.

Much of the pullback in diesel demand can be tied to trucking, which consumes about 60% of diesel in China and more than 70% in the US. The number of trucks running on Chinese highways fell 8% in the week ended April 9, according to data tracked by China’s Ministry of Transport. Commercial diesel stockpiles nationwide excluding state refineries ballooned to an eight-month high in early April, according to OilChem data.

The demand drop comes after China’s manufacturing activity eased unexpectedly in March, according to a private survey, leading a slide in factory gauges across Asia. Emerging markets in the region including Indonesia — where the government has started cutting subsidies for fuel — are also seeing demand weaken as growth slows, said Daphne Ho, senior analyst at Wood Mackenzie.

Similar trends are playing out in other parts of the world.

“European demand has been soft through winter on muted heating demand, and macro headwinds are clouding the demand outlook,” said Koen Wessels, senior oil products analyst at Energy Aspects Ltd.

In the US, trucking — and therefore, diesel — consumption has been hit by a decline in factory output, home construction and retailers working off high inventories, said Bob Costello, chief economist at industry group American Trucking Associations. By one measure from supply chain intelligence firm FreightWaves, March trucking volume hit the lowest seasonal levels in five years.

At the root of the US trucking slowdown is a shift in consumer spending patterns: The steady stream of internet orders to fend off pandemic boredom has given way to vacations and experiences. As inflation squeezes household budgets, the first things people stop buying are what’s known in the trucking industry as “high-volume shippers,” or cheap consumer packaged goods like sodas.

“Anytime we see consumers stretched because of inflation, that impacts the cheaper goods that tend to move in large volumes,” said Craig Fuller, CEO of FreightWaves. Individual decisions like skipping soda add up to a macro impact that reduces the overall volume of goods that move through the economy.

The drop in US diesel demand will be especially pronounced on the West Coast, where massive tech-sector layoffs and an unfolding banking crisis have put the region under financial stress. There, diesel demand will slump 5% this year, more than twice the national average, said S&P’s Chowdhury.

US container imports, a bellwether of diesel use from the trucks and trains that move them around the country, are also under pressure. In Los Angeles, inbound shipments are at their lowest level since March 2020. In China, which is shipping out many of those cargoes in the first place, throughput of containers at key ports fell 5% in the week ended April 9, according to data tracked by China’s Ministry of Transport.

“We see more downside than upside to Chinese diesel demand in the second half of the year,” said Mia Geng, head of China oil service at industry consultant FGE. “With global economic headwinds especially in the West, China will need to rely on domestic consumption to support its manufacturing activities.”

To be sure, it’s not all doom and gloom. Europe’s demand for ultra low-sulfur diesel is set to rise almost 9% between March and July, supported — in part — by summer travel, according to Janiv Shah, a senior analyst at Rystad Energy. French authorities will most likely refill strategic reserves eventually, having released millions of barrels of petroleum products in response to widespread labor strikes.

But in the US, short of a government stimulus to stoke the economy, FreightWaves’ Fuller doesn’t see demand for diesel returning anytime soon. Diesel demand is different from gasoline, where higher prices prompt drivers to pull back at the pump and cheap fuel can bring them back.

People don’t move product simply because it’s cheap to move, Fuller said; they do it because “there’s somebody on the other end who has made the order and is there to receive it.”

—With assistance from Julia Fanzeres.

 

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U.S. economy and new incentives put Canada at disadvantage in Stellantis negotiations, professor says

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Two weeks of negotiations between the federal and provincial governments and Stellantis have failed to produce a new deal for the NextStar EV battery plant in Windsor, Ont. Ian Lee, an associate professor at Carleton University’s Sprott School of Business, says the economic might of the U.S., coupled with the incentives offered in recent legislation, make it extremely challenging for Canada to compete.

 

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Theo Argitis and Robert Asselin: Trudeau can't keep juicing the economy with more spending – Financial Post

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World entering period of scarcity, meaning Canada won’t be able to spend its way to prosperity

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The unexpected pick up in Canadian inflation last month — even if it turns out to be a blip — is a fresh reminder that Prime Minister Justin Trudeau’s government is facing a more perilous economic policy landscape going forward, with difficult trade-offs on the horizon.

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The natural economic instinct of this government has been generous budget spending and open international migration.

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Yet, Trudeau doesn’t need to look much further than Statistics Canada’s inflation numbers or last week’s call from the G7 for global “de-risking” to see how things are changing.

With the world entering a period of scarcity — from more expensive money to supply constraints — the rationale to juice the nation’s economy is weakening.

The housing crisis is a manifestation of that, as are broader price pressures and the Bank of Canada’s historically aggressive run of interest rate hikes.

Trudeau came to power in 2015 on an anti-austerity platform to reverse his Conservative predecessor’s sluggish growth record which, as the Liberals were quick to remind Canadians at the time, was the weakest since R.B. Bennet was prime minister in the 1930s.

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The economics were sound at the time, even if the growth dividend didn’t pay off.

Canada’s economy was demand deficient early in Trudeau’s mandate as commodity prices slumped, while the extra spending helped ease financial stability risks by taking some pressure off the Bank of Canada to stoke growth.

Higher international migration drove gains in labour income and provided support to a housing market that was still largely within reach of affordability. Inflation wasn’t a worry. In fact, the concern for policymakers was it may not have been high enough.

New social programs, meanwhile, allowed the government to make significant strides on equality and redistribution — particularly with respect to lowering poverty.

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The Trudeau administration’s weighty policy objectives were synergetic to the economic environment. Policies were rowing more or less in the same direction.

The current post-pandemic environment, though, is no longer as accommodating.

While many policymakers and economists still buy into a moderately optimistic outlook, with continued growth and inflation brought into check, less favourable outcomes are increasingly plausible.

There is a real possibility that inflation and interest rates will remain well above pre-pandemic levels, growth becomes more anemic, budget dynamics worsen and the climate transition proves costly.

Instead of working in concert, the government’s three core economic policy objectives — growth, equity and price stability — could become increasingly in conflict.

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For example, increasing immigration is a long-term positive for an economy threatened by aging demographics. And more social spending is typically associated with less inequality.

But higher borrowing costs stoked by large increases in population and government spending will impact disproportionately lower income Canadians and young families, potentially creating divisions and threatening new sorts of inequality.

Add energy transition to the mix and national security issues and the landscape becomes a minefield.

The policy arena will be more ambiguous and the government pulled in multiple directions. Policy paralysis, wasted effort and poor allocation of resources are real risks.

There are certain fundamentals and policy guardrails, however, that can help the government navigate this challenge.

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A construction worker frames a new home in London, Ont.
Temporarily slowing the pace of entrants to allow housing supply to catch up could be a good solution to the current housing crisis. Photo by Mike Hensen/The London Free Press/Postmedia Network

First, policymakers should prioritize growing GDP on a per capita basis and increasing productivity over expanding the overall aggregate economy. Both are important, but the former is where true prosperity lies and where Canada is failing. Masking underlying weakness with gains in national income is just a recipe for stagnant wages. Enhanced productivity also helps dampen inflationary pressures.

Second, toolkits and policy precision matter.

For example, supply side solutions are critical to productivity, but policymakers also need to be cognizant of short-term impacts in an inflationary world. Focusing more on economic migration and temporarily slowing the pace of new entrants to allow housing supply to catch up appears a reasonable solution to the current housing crisis.

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Another example is industrial policy, which needs to become more sophisticated. Advanced economies will compete in advanced industries, where there is a concentration of R&D and skilled workers. Quick fixes through corporate subsidies, however, are not the answer. Canada needs a modern science and technology architecture that translates ideas into economic outputs, higher wages and better living standards.

The third guardrail is the most Canadian: be reasonable and pragmatic.

This seems obvious but we should not take this principle for granted, particularly as we rush (rightly) to meet ambitious climate targets. Canada remains a resource economy. The sector pays a lot of bills, keeps our currency stable and government finances flush with cash.

  1. Canadians buy a lot of stuff from China, but our businesses have struggled to benefit and there’s little cross-border investment.

    Canada has plenty of leverage as China relations sour

  2. An oil pump jack in a field near Calgary. Alberta’s oil and gas sector is Canada's second largest regional industry behind only Ontario’s real estate sector.

    Climate plan doubts could speed up Canada election timing

  3. PSAC strikers' picket signs demanding fare wages on Friday, April 28, in Victoria, B.C.

    PSAC strike over, but workers’ fight with inflation already lost

It’s also where any global power we may have as a nation lies. That makes an orderly climate transition paramount.

Theo Argitis is managing partner at Compass Rose Group. Robert Asselin is senior vice-president, policy at the Business Council of Canada.

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Economy

Debt Deal Adds Brake on US Economy Already at Risk of Recession – Bloomberg

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Debt Deal Adds Brake on US Economy Already at Risk of Recession  Bloomberg

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