[from Bank of England]
The Bank of England’s Monetary Policy Committee (MPC) sets monetary policy to meet the 2% inflation target, and in a way that helps to sustain growth and employment. At its meeting ending on 15 June 2022, the MPC voted by a majority of 6-3 to increase Bank Rate by 0.25 percentage points, to 1.25%. Those members in the minority preferred to increase Bank Rate by 0.5 percentage points, to 1.5%.
Read the Monetary Policy Summary and Minutes [Archived PDF]
[from the London Mathematical Laboratory]
In the early weeks of the 2020 U.S. COVID-19 outbreak, guidance from the scientific establishment and government agencies included a number of dubious claims—masks don’t work, there’s no evidence of human-to-human transmission, and the risk to the public is low. These statements were backed by health authorities, as well as public intellectuals, but were later disavowed or disproven, and the initial under-reaction was followed by an equal overreaction and imposition of draconian restrictions on human social activities.
In a recent paper, LML Fellow Harry Crane examines how these early mis-steps ultimately contributed to higher death tolls, prolonged lockdowns, and diminished trust in science and government leadership. Even so, the organizations and individuals most responsible for misleading the public suffered little or no consequences, or even benefited from their mistakes. As he discusses, this perverse outcome can be seen as the result of authorities applying a formulaic procedure of “naïve probabilism” in facing highly uncertain and complex problems, and largely assuming that decision-making under uncertainty boils down to probability calculations and statistical analysis.
This attitude, he suggests, might be captured in a few simple “axioms of naïve probabilism”:
This idea is a hallmark of naïve decision making. The COVID-19 outbreak was highly complex, being a novel virus of uncertain origins, and spreading through the interconnected global society. But the potential usefulness of masks was not one of these complexities. The mask mistake was consequential not because masks were the antidote to COVID-19, but because they were a low cost measure the effect of which would be neutral at worst; wearing a mask can’t hurt in reducing the spread of a virus.
Yet the experts neglected common sense in favor of a more “scientific response” based on rigorous peer review and sufficient data. Two months after the initial U.S. outbreak, a study confirmed the obvious, and masks went from being strongly discouraged to being mandated by law. Precious time had been wasted, many lives lost, and the economy stalled.
Crane also considers another rule of naïve probabilism:
In the COVID-19 pandemic, of course, there was at first no data that masks work, no data that travel restrictions work, no data of human-to-human transmission. How could there be? Yet some naïve experts took this as a reason to maintain the status quo. Indeed, many universities refused to do anything in preparation until a few cases had been detected on campus—at which point they had some data, as well as hundreds or thousands of other as yet undetected infections.
Crane touches on some of the more extreme examples of his kind of thinking, which assumes that whatever can’t be explained in terms of something that happened in the past is speculative, non-scientific and unjustifiable:
“This argument was put forward by John Ioannidis in mid-March 2020, as the pandemic outbreak was already spiralling out of control. Ioannidis wrote that COVID-19 wasn’t a ‘once-in-a-century pandemic,’ as many were saying, but rather a ‘once-in-a-century data-fiasco’. Ioannidis’s main argument was that we knew very little about the disease, its fatality rate, and the overall risks it poses to public health; and that in face of this uncertainty, we should seek data-driven policy decisions. Until the data was available, we should assume COVID-19 acts as a typical strain of the flu (a different disease entirely).”
Unfortunately, waiting for the data also means waiting too long, if it turns out that the virus turns out to be more serious. This is like waiting to hit the tree before accepting that the available data indeed supports wearing a seatbelt. Moreover, in the pandemic example, this “lack of evidence” argument ignores other evidence from before the virus entered the United States. China had locked down a city of 10 million; Italy had locked down its entire northern region, with the entire country soon to follow. There was worldwide consensus that the virus was novel, the virus was spreading fast and medical communities had no idea how to treat it. That’s data, and plenty of information to act on.
Crane goes on to consider a 3rd axiom of naïve probabilism, which aims to turn ignorance into a strength. Overall, he argues, these axioms, despite being widely used by many prominent authorities and academic experts, actually capture a set of dangerous fallacies for action in the real world.
In reality, complex problems call for simple, actionable solutions; the past doesn’t repeat indefinitely (i.e., COVID-19 was never the flu); and ignorance is not a form of wisdom. The Naïve Probabilist’s primary objective is to be accurate with high probability rather than to protect against high-consequence, low-probability outcomes. This goes against common sense principles of decision making in uncertain environments with potentially very severe consequences.
Importantly, Crane emphasizes, the hallmark of Naïve Probabilism is naïveté, not ignorance, stupidity, crudeness or other such base qualities. The typical Naïve Probabilist lacks not knowledge or refinement, but the experience and good judgment that comes from making real decisions with real consequences in the real world. The most prominent naïve probabilists are recognized (academic) experts in mathematical probability, or relatedly statistics, physics, psychology, economics, epistemology, medicine or so-called decision sciences. Moreover, and worryingly, the best known naïve probabilists are quite sophisticated, skilled in the art of influencing public policy decisions without suffering from the risks those policies impose on the rest of society.
Read the paper. [Archived PDF]
[from the Council on Foreign Relations]
by Benn Steil and Benjamin Della Rocca
The Global Energy Tracker allows you to gauge trends in energy use across the globe through time.
The charts on the tracker page compile data on energy-consumption trends in seventy-nine countries going back to 1990. Each chart shows how much energy a given country consumes from nine different sources.
The charts display each country’s consumption data for each energy source by the amount of exajoules consumed, by exajoules consumed per capita, and as a share of that country’s total energy consumption. (Exajoules are a measure of energy; one exajoule is roughly equivalent to California’s annual electricity use.)
As the legend indicates, five energy sources covered by the tracker—coal, oil, natural gas, biofuels, and other (unclassified)—emit high levels of carbon dioxide. Four others—solar, wind, nuclear, and hydroelectric—are low-carbon emitters.
Together, the charts reveal significant trends in global energy usage. They show, for example, that high-carbon energy sources—especially oil—are the world’s dominant source of power. On average, 83 percent of tracker countries’ energy comes from high-carbon sources, and 37 percent specifically from oil.
Low-carbon sources, however, are on the rise, particularly in developed countries. Since 2010, the United States’ low-carbon consumption share climbed from 12 to 16 percent, the United Kingdom’s from 10 to 19 percent, and Germany’s from 14 to 19 percent. China, the world’s largest energy consumer, saw its low-carbon share rise from 9 to 15 percent. Rapid cost declines for low-carbon sources such as wind and solar, beneficiaries of technological innovation, explain much of the change. Still, low-carbon power’s share has actually declined in some rich countries, such as Japan—where it has fallen from 18 to 11 percent.
Some tracker countries rely highly on low-carbon energy. Twenty-five percent of Canada’s energy and 29 percent of Brazil’s, for example, comes from hydroelectric—compared with 9 percent for tracker countries on average. France derives over a third of its energy from nuclear. Other countries remain heavy users of higher-carbon sources. China derives 56 percent of its power from coal—although that figure is down from 70 percent a decade ago.
View the Global Energy Tracker.
[from the Center for China and Globalization]
by WANG Huiyao (王辉耀), Founder of the Center for China and Globalization
The global economy is being rocked by war, sanctions and spiraling commodity prices—not to mention the ongoing strain of the pandemic, geopolitical tensions and climate change. These compounding risks present a serious challenge to the system of open trade that the World Trade Organization was designed to uphold. But it also offers a chance for the beleaguered organization, which is holding its first ministerial conference since 2017, to prove its continuing relevance.
The WTO has traditionally focused on combating protectionism—measures designed to insulate producers from international competition. Now, though, the biggest threats to free trade come from policies meant to safeguard national security and protect citizens from risks, such as those related to health, the environment or digital spaces.
Former WTO Director-General Pascal Lamy has called this growing use of export controls, cybersecurity laws, investment blacklists, reshoring incentives and the like “precautionism.” It’s been on the rise since the start of the pandemic, when many countries moved to restrict exports of medical supplies and other essentials. COVID-19 has also raised concerns about the vulnerability of supply chains, particularly those dependent on geopolitical rivals.
The world’s two biggest trading nations, the United States and China, have both engaged in precautionism. The U.S. is actively pursuing a policy of “friend-shoring”—shifting trade flows from potentially hostile countries to friendlier ones. China’s “dual circulation” strategy aims in part to reduce dependence on foreign imports, especially technology, while its government has long imposed limits on data flows in and out of the country.
With Russia’s invasion of Ukraine, the momentum toward friend-shoring has grown. Meanwhile, food shortages and surging prices have triggered another round of precautionary measures: Since the war began, 63 countries have imposed a more than 100 export restrictions on fertilizer and foodstuffs.
While the impulse driving such policies is understandable, the trend could cause great harm if allowed to run unchecked. It will increase inflation and depress global growth, especially if it involves costly redeployment of supply chains away from efficient producers such as China. A recent WTO study estimated that decoupling the global economy into “Western” and “Eastern” blocs would wipe out nearly 5% in output, the equivalent of $4 trillion.
As a recent study by the International Monetary Fund points out, the way to make global value chains more resilient is to diversify, not dismantle them. Turning away from open trade will only make states more vulnerable to economic shocks such as war, disease or crop failures.
The WTO is an obvious vehicle to rally collective action on these issues. However, like other global institutions, it has been weakened by years of deadlock. At this week’s meeting, countries should start to build positive momentum with some small but symbolically significant breakthroughs to show the WTO can still mobilize joint action.
Given current threats to food security, at the very least members should agree not to restrict exports of foodstuffs purchased for the World Food Programme. A step further would be a joint statement calling on members to keep trade in food and agricultural products open and avoid imposing unjustified export restrictions. There should also be closer coordination to smooth supply chains and clogged logistics channels.
Another low-hanging fruit is finally securing a waiver covering intellectual property rights for COVID-19-related products. This proposal has languished for over 18 months but has now been redrafted to address concerns from the U.S. and European Union. Signing it would go some way to expanding global access to vaccines, which are still sorely needed in many parts of the world.
Beyond this week, the WTO secretariat and members need to develop a work program to reform the organization. This should include developing a framework to ensure that if states do take precautionary measures, they do so in a transparent, rules-based manner that does not slide into more harmful forms of protectionism.
Reviving the WTO’s defunct dispute settlement mechanism is a clear priority. Twenty-five members have agreed to an interim arrangement that would function in a similar way. More members should join this agreement, ideally including the U.S., and start negotiating the full restoration of a binding mechanism. They should also set clear criteria for carveouts for legitimate precautionary measures related to national security, healthcare and environmental issues.
No one should expect big breakthroughs in Geneva. But practical agreements on immediate priorities such food security and vaccines would at least help to reassert the WTO’s relevance and show that the world’s trading partners are not simply going to give up on multilateralism. At this dangerous moment, even small victories are welcome.
[from Seatrade Maritime News]
by Marcus Hand
The shipyard, formerly Oman Drydock Company, is now part of the Asyad Group, the logistics arm of the Oman government. Management of the yard has been combined with shipowner Oman Shipping Company, and overseen by Dr. Irbahim Al Nadhairi, Chief Executive Officer, Shipping & Drydock.
“We have integrated the shipping and drydocking as the shipping service. The companies are still two legal separate entities but then we share the same executive team to be more efficient,” Dr. Ibrahim told Seatrade Maritime News in an interview at Posidonia 2022.
On the shipping side of the business the group owns a fleet of 65 ships with plans to increase the fleet to over 100 vessels over the next five years. He explains that with such a size of fleet the shipowner needed a quality shipyard so it made sense to work together.
Asyad maintains most, if not all its fleet at the shipyard in Oman, accounting for around 15% of its business. While part of the same group Dr. Ibrahim says it does not send its ships to the yard “by default,” and they have to make sure it is competitive as it needs to be for their third-party customers.
Business has been growing for the shipyard and it experienced a spike in the first half of this year as Chinese capacity has been taken out of the market by COVID restrictions pushing work to yards in other parts of the world. “So, we could see there was a big hike in the number of ships, not only for Asyad Dry Dock, but the entire region as well,” Dr. Ibrahim said.
“The next 12 months I believe the ship repair industry will still continue to flourish on our side.”
The shipyard’s two 600,000 DWT drydocks are already operating at full capacity and this year sees it adding a floating dock with the capacity to handle vessels up to Panamax size.
“We’ve recently acquired a floating dock which is of Panamax size and we reckon that about 40% of the business in ship repair is within that Panamax size. The floating dock gives us around 20% extra capacity,” he said. It will increase the number of ships the yard can repair from 200 to around 240.
The floating dock is expected to arrive in Oman in the next six weeks, and following some dredging works be operational by the start of Q4 this year.
Greek owners are major clients of the shipyard and account for around 40% of business, and Dr. Ibrahim said they added two more Greek clients last week. “It seems we have a good reputation in the Greek market and between now and end of Q3 we have 27 ships in orderbook from the Greek market.”
Globally its customer base includes MSC, AP Møller-Mærsk, CMA CGM S.A., Hapag-Lloyd, and Mitsui OSK Lines (株式会社商船三井). Maersk currently has currently two vessels in the yard.
Being able to deliver services efficiently and on time is of critical importance in the financially booming container sector.
“Today when you talk about bringing a container ship into a shipyard time really is money,” Dr. Ibrahim said. If a container ship owner says a ship will be in the yard for 15 days the owner will expect work to be completed in 12 days.
by Gary Howard
MEPC 78 has a packed agenda with the opportunity to consider and progress IMO’s work on cutting greenhouse gas emissions from ships.
At the last MEPC meeting, a revision process was agreed to strengthen the IMO’s initial GHG strategy which was adopted in 2018. A strengthened version of that initial strategy is due in mid-2023 at MEPC 80.
Speaking to Seatrade Maritime News in May, Stamatis Fradelos, Vice President, Regulatory Affairs at ABS said that important influencers in the IMO like the United States, EU, Canada, Japan, Australia and New Zealand are calling for net zero emissions from shipping by 2050 and introducing a level of ambition for 2040.
“Whilst progress has been made on many of the measures set out in the Initial Strategy, I am sure that we can all agree that further action is needed. Your discussions this week will chart the way forward for the decarbonization of international shipping,” said Lim.
“It is therefore of utmost importance that IMO continues to deliver concrete progress in transitioning international shipping from fossil fuels to low and zero-carbon alternatives.”
Member states at MEPC 78 will also consider adoption of guidelines to support short-term measures on GHG emissions, including correction factors for carbon intensity, EEXI calculation methodology and revised SEEMP.
Calculations on the GHG impact of fuels will be discussed, as ISWG-GHG 11 reports progress on developing lifecycle GHG assessment guidelines. Well-to-wake and tank-to-wake calculations are in scope, with the aim of giving fuel users a full picture of the impact of the production and use of the fuels they choose.
“Your constructive discussions on these topics will enhance the Committee’s evidence-based decision making when further considering proposals for mid-term GHG reduction measures,” Lim told Member States.
“I would like to take this opportunity to express my deepest appreciation to all Member States, and observer delegations, and especially the Chair of the Working Group on reduction of GHG emissions from ships, Mr. Oftedal of Norway, for the extraordinary effort and dedication in ensuring the successful outcome of both intersessional meetings.”
by Michele Labrut
The $1.1bn expansion of the Houston Ship Channel, which has been in planning for more than a decade is finally underway.
After more than a decade of planning, Project 11 will allow the ship channel to accommodate an additional 1,400 vessels per year and could generate up to $134bn more annually in economic impact once completed. The channel currently accommodates about 8,200 vessels and 215,000 barges each year, hauling more than 247m tons of cargo.
“This project will enable Port of Houston to continue to grow and respond effectively to whatever the future demand in the supply chain has to offer,” Port of Houston Executive Director Roger Guenther said in a statement.
Port of Houston is a 40-2 km-long complex of nearly 200 private and public industrial terminals along the 583.6 km-long manmade Houston Ship Channel, which connects the port to the Gulf of Mexico.
Project 11 will widen the Houston Ship Channel by 51.8 m along its 41.8 km Galveston Bay reach, to 213.3 m wide. It will also deepen upstream segments from a current depth of 13.7 m to a depth of 14.7 m. Dredging began last week. The Houston Ship Channel winds from the Gulf of Mexico through shallow Galveston Bay and up through the port.
“This project is important on many levels, including improving the efficiency of our nation’s supply chains, promoting navigational safety, and creating environmental benefits through the innovative use of dredged material,” Michael Conner, Assistant Secretary of the Army (Civil Works), said in a statement.
Port of Houston and the Army Corps of Engineers signed an agreement in August giving the port permits to start dredging the federal waterway. Great Lakes Dredge and Dock Co. was awarded a $95m contract in October, which also includes oyster mitigation and construction of a bird island. The channel widening and deepening project is scheduled to be completed in 2025.
by Paul Bartlett
Her comments come as disrupted grain movements risk a global food crisis.
Speaking to journalists immediately prior to yesterday’s opening ceremony at Posidonia, she said that trucks, tracks, trains, transshipment and storage facilities will all contribute to new supply chains to ensure that exports from one of the world’s largest grain exporters can resume, at least in part, as soon as possible.
She said that the setting up of Solidarity Lanes would have important commercial implications for shipping and could even lead to changes in the sector’s business models.
Vălean also rejected criticism from prominent Greek shipowners who had claimed earlier in the day that sanctions imposed on Russia in the wake of its invasion on Ukraine won’t work. At a Maritime Leaders Summit staged by Capital Link on Monday, George Prokopiou and Evangelos Marinakis had both said that sanctions against Iran and Venezuela had been shown not to work and similar moves against Russia would not be effective either.
However, other sources pointed to the scale of the sanctions package that has severely impacted the Russian economy by disrupting key revenue generating sectors. Energy exports are the most obvious example and although Russian oil is still easily sold in India and China, for example, it is at deep discounts to global prices.
Meanwhile, LNG exports have also been hit and development of Arctic LNG supply chains have also been severely affected. Within the next few months, Vălean said that Russian oil exports would be further disrupted by the withdrawal of insurance cover on shipping and transport arrangements.
[from the U.S. Bureau of Economic Analysis]
The marine economy accounted for 1.7 percent, or $361.4 billion, of current-dollar U.S. gross domestic product (GDP) in 2020 and 1.7 percent, or $610.3 billion, of current-dollar gross output. Real (inflation-adjusted) GDP for the marine economy decreased 5.8 percent from 2019 to 2020, compared with a 3.4 percent decrease for the overall U.S. economy. Real gross output for the marine economy decreased 8.5 percent, while marine economy compensation decreased 1.2 percent, and employment decreased 10.8 percent.
Read the current release [Archived PDF]
[from FreightWaves]
The supply chain challenges we hear about today likely bear little resemblance to those we envisioned at the beginning of 2020. Ongoing disruption to the global supply chain has accelerated and heightened the need to focus on risk mitigation — or face even more critical concerns.
To uncover ways small and midsized (SMB) organizations can overcome tech adoption challenges and continue to grow, FreightWaves has partnered with MyCarrier for a one-hour webinar at 2 PM EDT on Tuesday, June 14.
In this webinar, learn how SMB organizations can alleviate the pressure of industry volatility by utilizing technology to:
[from the Federal Reserve Bank of New York’s Applied Macroeconomics and Econometrics Center]
A new reading of the Global Supply Chain Pressure Index has been posted.
The GSCPI compiles more than two dozen metrics across seven economies—data on global transportation costs and regional manufacturing conditions—to track shifts in supply chain pressures from 1997 to the present.
The GSCPI will be updated regularly at 10 AM ET on the fourth business day of each month. The index was first introduced through a Liberty Street Economics post in early January 2022 [archived PDF], with subsequent blog posts in late January 2022 [archived PDF] and March 2022 [archived PDF].
The GSCPI is a product of the Federal Reserve Bank of New York’s Applied Macroeconomics and Econometrics Center.
We think of the leading tech periodical Wired and we think of the internet and smartphone phase of technology innovation.
As always, there’s a wide-angle deeper view that helps you to avoid being “stranded in the present” (to use Professor Peter Fritzsche’s useful phrase and book title as a warning about the flaws of a no-overview sense of reality).
Think back to the famous Charles Dickens classic novel, Hard Times from 1854.
Chapter 11 of this novel talks about “electric wires.” Thus today’s copper wires and fiberoptics have a nineteenth century anticipation.
The end-notes on Hard Times inform us:
“…the wires of the telegraph which were becoming common as an adjunct to the railways from 1846-1847. During the French Wars the old wire-and-lever telegraphs had been set up between Whitehall and the main naval bases. The ‘galvanic’ telegraph had been invented by 1840, the idea of stretching the wires between tall posts by 1843, and by mid-1848 half the railways were so equipped.”
(Charles Dickens, Hard Times, Penguin Books, 1969, page 328)
The following added point will further elaborate on this chapter of the world’s wiring adding a larger comparative perspective:
The Victorian Internet: The Remarkable Story of the Telegraph and the Nineteenth Century’s On-Line Pioneers is a book by Tom Standage. First published in September 1998 through Walker & Company, the book discusses the development and uses of the electric telegraph during the second half of the 19th century and some of the similarities the telegraph shared with the Internet of the late 20th century.
The book’s central idea posits that of these two technologies, it was the telegraph that was the more significant, since the ability to communicate globally at all in real-time was a qualitative shift, while the change brought on by the modern Internet was merely a quantitative shift according to Standage, though, by the same token, global communication was just a quantitative shift from long-distance communication.
The book describes to general readers how some of the uses of telegraph in commercial, military, and social communication were, in a sense, analogous to modern uses for the Internet. A few rather unusual stories are related, about couples who fell in love and even married over the wires, criminals who were caught through the telegraph, etc. The culture which developed between telegraph operators also had some rather unexpected affinities with the Internet. Both cultures made or make use of complex text coding and abbreviated language slang, both required network security experts, and both attracted criminals who used the networks to commit fraud, hack private communications, and send unwanted messages.
[from the Federal Reserve Bank of Atlanta’s Center for Human Capital Studies]
What do May employment data from the U.S. Bureau of Labor Statistics mean for the outlook for labor markets? Find out in the Atlanta Fed’s Labor Market Distributions Spider Chart, Jobs Calculator, and Labor Market Sliders.
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