A beer products crisis could drive up shipping costs even further

A A provocative report from Credit Suisse’s Zoltan Pozsar that made the rounds of certain corners of Twitter last week suggests that the Russian-Ukrainian dispute could be a powerful tailwind for ocean freight rates.

The report contains many important thoughts, shipping rates being just one of them, so I’ll try to keep things as simple as possible.

According to Pozsar, head of short-term rates strategy at Credit Suisse, the global commodities market is facing a crisis due to the conflict in Eastern Europe and the international sanctions that have been imposed on Russia, l one of the world’s largest suppliers of everything from natural gas to nickel to wheat. The price of commodities traded outside from Russia are now rushing into a sanctions-triggered supply shock; meanwhile, those exchanged inside Russia has stagnated in many cases and collapsed in others, as many of these materials have effectively become disconnected from the rest of the global economy.

Here is an example. Historically, the spread between a barrel of Brent crude oil (the global benchmark) and Russian Urals crude has been very tight, often not differing by more than a few dollars a day. Since Russia invaded Ukraine, however, the gap has widened as Brent has soared much more dramatically than the price of Urals.

As Pozsar points out, a buyer must come to support cratering prices and bridge the gap between Russian and non-Russian products. The problem, however, is that Western nations are unable to do so since it was their own sanctions that created this crisis. Despite attractive prices, as much as 70% of Russian oil lack of buyers at the moment, according to Lloyd’s List.

So who is the buyer? Pozsar thinks the most likely response is the People’s Bank of China (PBoC), which is committed to continuing normal trade relations with Russia and may be interested in gobbling up cheap Russian commodities to prop up its currency, the yuan. (Recall that China, like Russia, has gradually moved away from the US dollar as a reserve currency.)

What does this have to do with shipping rates? China may not have enough onshore storage capacity for all Russian products bought at a steep discount, which could force the country to store them on floating vessels. As Pozsar writes, “the price the PBoC will pay to lease ships to fill them with Russian raw materials can in theory rise as much as the collapse in the price of Russian raw materials: a lot.”

One-time earnings are already climbing

Now, you may be thinking there are too many ifs and maybes in Pozsar’s thesis, but the actual events seem to unfold as described.

On the one hand, Bloomberg reports that China is already planning to buy large stakes in struggling Russian energy and commodities companies, including oil producer Gazprom and aluminum producer United Company RUSAL. The two countries have strengthened their ties, “with President Xi Jinping and Vladmir Putin signing a series of agreements last month to boost Russian supplies of gas and oil, as well as wheat,” the article said.

In addition, the average daily earnings of crude carriers and “products” carriers, which transport gasoline and other refined petroleum products, have increased since the invasion of Russia. In a report dated March 9, analysts Drewry Nikesh Shukla and Santosh Gupta write that spot revenues rose due to a shortage of ships as traders rushed to lock down carriers and some operators failed to were unwilling to sail in the Black Sea region. Revenues from smaller class vessels – which, unlike very large crude oil carriers (VLCCs), can access canals and ports of all sizes – saw some of the biggest jumps on February 18, before the invasion, to March 4.

Remember that ocean freight rates are already very high due to supply chain imbalances related to the pandemic. Spot prices are up 83% on average from the same week last year, according to Drewry. Shipping a container from Shanghai to Los Angeles costs exporters 158% more than a year ago; the Rotterdam-New York route is up to 175% more expensive.

Investors took note. Compared to the broader market, which has fallen into correction or even bearish territory since the conflict began, stocks of many transportation and logistics companies have surged. Among the biggest movers between February 24 and March 10 are Japanese carriers, including Mitsui OSK Lines (up 26.7%), Kawasaki Kisen Kaisha (up 20.9%) and Nippon Yusen Kabushiki Kaisha ( up 20.0%). Taiwan’s Evergreen Marine (+10.3%) and Yang Ming Marine Transport (+10.2%) also surged.

Bitcoin could also benefit

The other point I would like to make in the Pozsar report is that the conflict could lead to the end of the global monetary system in place since 1971, when President Nixon ended commodity-based currency. This system “collapsed”, says Pozsar, “when the G7 seized Russia’s foreign exchange reserves”.

It refers, of course, to the decision by rich countries to freeze all assets belonging to the Central Bank of the Russian Federation, a decision historically reserved for true pariah states like North Korea, Iran and Venezuela.

At the other end of this crisis, the value of the Chinese yuan could be much higher (thanks to discounted Russian commodities) and the value of the dollar much weaker.

As a result, “Bitcoin…will likely benefit from all of this,” writes Pozsar.

I am okay. Unlike fiat currency, Bitcoin is private property. No person or government entity can “freeze” it. Many investors, no matter what they think of this geopolitical conflict, see the seriousness of the economic sanctions against Russia and conclude that Bitcoin is an exit door from the monetary system that makes such seizures possible.

This article originally published by US Global Investors on March 14, 2022.

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