Current Affairs

October 12, 2020

Class 8 Truck Orders Surge

Class 8 Truck Orders Soar, Up 145% Year Over Year

by Tyler Durden Mon, 10/12/2020 – 09:40

Orders for heavy duty Class 8 trucks soared again in September, according to preliminary data released by ACT Research. Orders totaled 31,100 units, up 60% sequentially and up 145% from a year prior. Finalized data will be released during the middle of October.

It is the order book’s highest level since late 2018, according to TT News. It’s also a positive looking trend that continues to make the case for a V-shaped economic recovery. Class 8 orders had seen significant pressure in the beginning of 2020 due to the coronavirus pandemic. 

Kenny Vieth, president and senior analyst for ACT Research, commented: “Preliminary data show that September orders for medium- and heavy-duty vehicles posted positive readings for a fourth consecutive month, after 19 consecutive months of negative year-over-year comparisons. In aggregate, Classes 5-8 orders rose 49% from August and improved 88% compared to year-ago September.”

He continued: “As orders rebounded to relatively healthy levels early in Q3, most of those orders were targeted at filling open 2020 build slots. With most of that work done by the end of August, we suspect the lion’s share of September’s orders were booked into 2021.”YOY order growth has been accelerating since April

The medium duty market has also seen a ‘rising tide’ as a result, Vieth said:  “There is a symbiotic relationship between heavy-duty freight rates and medium-duty demand, and clearly, the shift in consumer spending from experiences [services] to goods has been good for the providers of local trucking services.”

“My hunch is this is probably the large national guys coming in and doing their annual deal,” said ACT Research Vice President Steve Tam.The 2020 recovery from coronavirus-induced lows near April

“I think there is a bit more risk of that happening this time, happening more quickly. The reason is the whole labor dynamic. Their trucks are still out there [parked]. So we don’t need to add as many trucks as it might appear we are going to,” Tam noted said.

Tam concluded that the outlook remained strong: “If our freight forecast is correct, they are going to experience some very solid levels of profitability for the remainder of this year and for next year as well.”

https://www.zerohedge.com/economics/class-8-truck-orders-soar-145-year-over-year

October 8, 2020

Ten Bad Years for Department Stores

Department Stores’ Dismal Decade Of Decline

by Tyler Durden Thu, 10/08/2020 – 14:51

By Daphne Howland, of RetailDive

The heyday is over. The question for department stores now is whether there will be a new day.

Certainly, the pandemic has made that already sticky question all the more difficult to answer. But many retailers in the space had been trying. Early this year, for example, Macy’s inched toward rehabilitation as it outlined plans to get away from so many enclosed malls, close more than 100 stores and improve its private labels. Late last year, Nordstrom made strides executing its vision for a 21st century department store when it put the finishing touches on its retail ecosystem in New York City. Now, forced to institute layoffs and take on new debt, they and many others are just hoping to hang on through the holidays.

Yet the pandemic, as devastating as it’s been to people’s lives and livelihoods, didn’t provoke the current existential crisis for these retailers. That came earlier, through consolidation and over-expansion — especially at Macy’s, which broke several cities’ hearts when it took over and renamed their local department stores as with Chicago’s beloved Marshall Field’s in the Loop 14 years ago. E-commerce is a factor, but by now, department stores are e-commerce players too. More devastating have been the declines— possibly all related —of the middle class, the mall and the need to dress up for workor occasions. 

The Great Recession was technically over by 2010, but retail has never been the same since. And the last 10 years have been especially brutal to department stores. The following timeline provides a few snapshots of how things have gone.

Department stores in the last decade

2010

Things are looking up for most department stores as they recoup from the Great Recession.

  • Nordstrom looks back at 2010 as a “terrific year that exceeded our expectations,” noting that it opened three full-line stores and 17 off-price Racks in the period, topping 200 locations for the first time.
  • Sears is a notable exception, with revenue, profit and store comps all down for the year. Still, the company signs a lease in a historic downtown San Francisco building to house a newly energized apparel team.
  • Macy’s boasts that the impact of nearly doubling in size through its takeover of the May Company a few years before came “to fruition in 2010,” propelling it to a national brand through the conversion of nearly 600 stores from regional banners to Macy’s stores and centralization of its operations.
  • Southern retailer Belk, the largest privately owned department store in the U.S., updates its logo and unveils a new slogan, “Modern. Southern. Style.”
  • Kohl’s says it will open 30 new stores, for a total of 1,089 in 49 states.
  • Dillard’s, with a footprint largely in the South and Southwest and a strong private label portfolio, announces a new line of women’s apparel and accessories from Arkansas native Korto Momolu, who unveils the collection at New York Fashion Week. At the end of the year the company acquires a former Target distribution facility with plans to grow online sales.
  • It’s J.C. Penney’s last year of positive net income.

2011

  • J.C. Penney hires Ron Johnson, who enjoys a renowned reputation as Apple’s store guru, as CEO. He takes swift and drastic measures in pricing and merchandising that are immediately controversial with its customer base and investors.
  • Sears wins “Mobile Retailer of the Year” from the Mobile Commerce Awards for innovations like bar codes in its catalogs and online order pickup services, offered at a time when few retailers are paying attention to the channel.

2012

EMarketer expects online apparel sales to help push U.S. e-commerce up 15.4% to $224.2 billion, a rise blamed for lagging traffic to malls and their department store anchors.

  • Macy’s closes five stores, but also opens five stores. In its annual report, the company attributes the year’s performance to “a three-pronged business strategy known by the acronym of M.O.M. — My Macy’s, Omnichannel and MAGIC Selling.” The company says Bloomingdale’s will focus “on an upscale niche.”
  • Sears announces a series of “hyper-local” websites, which contain localized deals beyond the national weekly circular.

2013

2014

The economic recovery continues, but consumers remain wary. The Organisation for Economic Co-operation and Development releases a report detailing how income inequality is rising in the U.S. and is already starker than in other countries studied by the group, a situation some analysts believe is pressuring retailers like department stores that sell to middle-income consumers.

2015

Mall vacancies spike — almost 15% of malls are 10% to 40% empty (compared to 5% that empty nine years before) and 3.4% are more than 40% empty, which one Green Street analyst tells the New York Times indicates a “death spiral.”

2016

About two-thirds of all shoppers are spending at off-price retailers and making 75% of apparel purchases there, according to research from the NPD Group, while Moody’s Investors Service finds that growth at off-price retailers T.J. Maxx, Ross, and Burlington will outpace specialty and department stores.

2017

Apparel sales shrink to a new low of 3.1% of the average U.S. consumer’s budget, down from 5.9% in 1987. When they do buy clothes, many shop on price and eschew department stores in favor of discounters like mass merchants, fast-fashion retailers or off-pricers.

2018

Some department stores begin to take extreme measures.

2019

Things get a little weird.

2020

Several department stores report holiday comp declines in a season notable for its markdowns, but that is quickly overshadowed by the arrival of the COVID-19 pandemic to the U.S. Supply chains are roiled and department stores, with other nonessential retailers, are forced to temporarily close their doors for weeks as public health officials scramble to contain the coronavirus.

https://www.zerohedge.com/markets/department-stores-dismal-decade-decline

October 8, 2020

Ten Bad Years for Department Stores

Department Stores’ Dismal Decade Of Decline

by Tyler Durden Thu, 10/08/2020 – 14:51

By Daphne Howland, of RetailDive

The heyday is over. The question for department stores now is whether there will be a new day.

Certainly, the pandemic has made that already sticky question all the more difficult to answer. But many retailers in the space had been trying. Early this year, for example, Macy’s inched toward rehabilitation as it outlined plans to get away from so many enclosed malls, close more than 100 stores and improve its private labels. Late last year, Nordstrom made strides executing its vision for a 21st century department store when it put the finishing touches on its retail ecosystem in New York City. Now, forced to institute layoffs and take on new debt, they and many others are just hoping to hang on through the holidays.

Yet the pandemic, as devastating as it’s been to people’s lives and livelihoods, didn’t provoke the current existential crisis for these retailers. That came earlier, through consolidation and over-expansion — especially at Macy’s, which broke several cities’ hearts when it took over and renamed their local department stores as with Chicago’s beloved Marshall Field’s in the Loop 14 years ago. E-commerce is a factor, but by now, department stores are e-commerce players too. More devastating have been the declines— possibly all related —of the middle class, the mall and the need to dress up for workor occasions. 

The Great Recession was technically over by 2010, but retail has never been the same since. And the last 10 years have been especially brutal to department stores. The following timeline provides a few snapshots of how things have gone.

Department stores in the last decade

2010

Things are looking up for most department stores as they recoup from the Great Recession.

  • Nordstrom looks back at 2010 as a “terrific year that exceeded our expectations,” noting that it opened three full-line stores and 17 off-price Racks in the period, topping 200 locations for the first time.
  • Sears is a notable exception, with revenue, profit and store comps all down for the year. Still, the company signs a lease in a historic downtown San Francisco building to house a newly energized apparel team.
  • Macy’s boasts that the impact of nearly doubling in size through its takeover of the May Company a few years before came “to fruition in 2010,” propelling it to a national brand through the conversion of nearly 600 stores from regional banners to Macy’s stores and centralization of its operations.
  • Southern retailer Belk, the largest privately owned department store in the U.S., updates its logo and unveils a new slogan, “Modern. Southern. Style.”
  • Kohl’s says it will open 30 new stores, for a total of 1,089 in 49 states.
  • Dillard’s, with a footprint largely in the South and Southwest and a strong private label portfolio, announces a new line of women’s apparel and accessories from Arkansas native Korto Momolu, who unveils the collection at New York Fashion Week. At the end of the year the company acquires a former Target distribution facility with plans to grow online sales.
  • It’s J.C. Penney’s last year of positive net income.

2011

  • J.C. Penney hires Ron Johnson, who enjoys a renowned reputation as Apple’s store guru, as CEO. He takes swift and drastic measures in pricing and merchandising that are immediately controversial with its customer base and investors.
  • Sears wins “Mobile Retailer of the Year” from the Mobile Commerce Awards for innovations like bar codes in its catalogs and online order pickup services, offered at a time when few retailers are paying attention to the channel.

2012

EMarketer expects online apparel sales to help push U.S. e-commerce up 15.4% to $224.2 billion, a rise blamed for lagging traffic to malls and their department store anchors.

  • Macy’s closes five stores, but also opens five stores. In its annual report, the company attributes the year’s performance to “a three-pronged business strategy known by the acronym of M.O.M. — My Macy’s, Omnichannel and MAGIC Selling.” The company says Bloomingdale’s will focus “on an upscale niche.”
  • Sears announces a series of “hyper-local” websites, which contain localized deals beyond the national weekly circular.

2013

2014

The economic recovery continues, but consumers remain wary. The Organisation for Economic Co-operation and Development releases a report detailing how income inequality is rising in the U.S. and is already starker than in other countries studied by the group, a situation some analysts believe is pressuring retailers like department stores that sell to middle-income consumers.

2015

Mall vacancies spike — almost 15% of malls are 10% to 40% empty (compared to 5% that empty nine years before) and 3.4% are more than 40% empty, which one Green Street analyst tells the New York Times indicates a “death spiral.”

2016

About two-thirds of all shoppers are spending at off-price retailers and making 75% of apparel purchases there, according to research from the NPD Group, while Moody’s Investors Service finds that growth at off-price retailers T.J. Maxx, Ross, and Burlington will outpace specialty and department stores.

2017

Apparel sales shrink to a new low of 3.1% of the average U.S. consumer’s budget, down from 5.9% in 1987. When they do buy clothes, many shop on price and eschew department stores in favor of discounters like mass merchants, fast-fashion retailers or off-pricers.

2018

Some department stores begin to take extreme measures.

2019

Things get a little weird.

2020

Several department stores report holiday comp declines in a season notable for its markdowns, but that is quickly overshadowed by the arrival of the COVID-19 pandemic to the U.S. Supply chains are roiled and department stores, with other nonessential retailers, are forced to temporarily close their doors for weeks as public health officials scramble to contain the coronavirus.

https://www.zerohedge.com/markets/department-stores-dismal-decade-decline

October 6, 2020

Shipping Rates Rise

Dry Bulk Shipping Rates Just Hit A New 2020 High

by Tyler Durden Tue, 10/06/2020 – 13:25

By Greg Miller, senior editor at FreightWaves,

More ocean shipping signals are flashing green. First came a recovery in the container sector, driven by surging U.S. consumer demand. Now comes a rebound in dry bulk, the world’s largest freight market in terms of volume.

Rates for large bulkers known as Capesizes — ships carrying iron ore and coal that have a capacity of around 180,000 deadweight tons (DWT) — just hit year-to-date highs, driven primarily by industrial demand.

The Baltic Exchange’s 5TC index assessed Monday’s time-charter equivalent (TCE) rates for Capesizes burning 0.5% sulfur fuel at $34,293 per day. That’s up a whopping 127% month-on-month, marking the highest daily average since Sept. 23, 2019, and a year-on-year rise of 45%. Similarly, the Platts CapeT4 index assessed Monday’s rates for Capesizes burning 0.5% sulfur fuel at $33,438 per day.

Platts also assesses rates for Capes that use exhaust-gas scrubbers and burn 3.5% sulfur heavy fuel oil. Due to much-slimmer-than-expected fuel spreads in the wake of the coronavirus, scrubber-equipped Capes currently save just under $1,800 per day. That brought scrubber Capes’ TCE rate to $35,253 per day.

Capesize rate drivers

Capesize rates are largely driven by iron ore volumes from Australia and Brazil and the extent that exports from those two sources match up (or not) with vessel tonnage positioned in the Atlantic and Pacific basins.

“The Cape index has been very strong on a lack of tonnage in the Atlantic,” Nick Ristic, lead dry cargo analyst at Braemar ACM Shipbroking, told FreightWaves. “Brazilian charterers have been extremely busy over the last couple of weeks covering October volumes, while shipments have jumped. Daily shipments from Brazil over the past seven days averaged 1.25 million [metric] tons per day, up 18% over the previous 10 days.”Brazilian iron-ore operations (Photo: Vale)

And it’s not all about Brazil and the country’s giant iron-ore miner, Vale (NYSE: VALE). According to Clarksons Platou Securities analyst Frode Mørkedal, “During the July-September period a good amount of Australian cargoes were removed from the market due to normal seasonal maintenance on the part of the large iron ore miners. But higher volumes have now returned to the market.”

Regardless of whether the iron ore is coming from Brazil or Australia, the demand driver is Chinese steel production. “Iron-ore demand from China continues to boom,” affirmed S&P Global Platts.

Sub-Cape vessel classes

Rates for smaller bulkers — which unlike Capes have high exposure to grain transport — have yet to follow the Capes’ lead.

The rates for Panamaxes (60,000-95,000 DWT) are only $12,400 per day, down 17% year-on-year, according to Clarksons. Rates for Supramaxes (45,000-60,000 DWT) are $10,900 per day, down 19% year-on-year.

Asked about the smaller bulker classes, Ristic told FreightWaves, “We are fairly positive on grain trades in the fourth quarter. U.S. soybean volumes are picking up, Brazilian corn shipments remain strong and Ukrainian corn exports are about to kick off.”

On the downside, “seriously depressed coal volumes globally are keeping some pressure on Panamax earnings.”

On the upside, Capesize strength should trickle down. “If high Cape rates are sustained, Panamaxes will naturally follow as Cape stems will start to be split,” said Ristic. A “stem” is a shipper’s quantity of cargo. Shippers will split a Capesize cargo into two Panamax cargoes if it’s cheaper to do so.

S&P Global Platts reported Monday that charterers are already starting to split Atlantic Basin Capesize cargoes into smaller stems.

Dry bulk stocks to bounce?

Shipping stock performance has diverged over the past three months. Tanker stocks have languished near their year-to-date lows, battered by storage-destocking headwinds. In contrast, container-ship leasing stocks have risen sharply over recent weeks, playing catch-up with already recovered charter rates. Will dry bulk stocks now bounce as rates rise?

Stocks with high Capesize exposure include Star Bulk, Golden Ocean and Genco Shipping & Trading. Dry bulk stocks with high exposure to smaller asset classes include Scorpio Bulkers and Eagle Bulk. In addition, the Breakwave Dry Bulk Shipping Exchange Traded Fund buys freight futures to offer investors more direct exposure to rates.

These equities have been rising over the past week, however, with one exception they are still down 22%-43% year-to-date. (The outlier is Scorpio Bulkers, which is doing far worse: down 75%.)

When will rates retreat?

The problem for dry bulk stocks is that rates will almost certainly retreat in the months ahead. Is fleeting rate strength is enough to entice investors? “Some seem to be wondering how much more juice is left in the cherry [but] don’t be Boo-Boo Bear. There’s more juice. We promise!” wrote a broker at Barry Rogliano Salles.

Looking at the forward curve, Cape futures for the month of October rose to $28,553 per day on Monday — a positive sign. That said, December futures fell to $18,672 per day.

As Ristic explained, “Fourth-quarter FFAs [futures] are lower than current earnings and it’s extremely unlikely for these levels to be sustained for months at a time. The longer the current spike is sustained, futures will continue to rally. But if rates start to rapidly fall, the sell-off will likely be even more aggressive than the rally.”

Breakwave Advisors argued in a new blog post that it’s not about where rates peak, it’s about the average. In the past decade, Capesize rates peaked at $42,000 per day in 2013. “It will not be surprising to surpass such levels soon,” Breakwave predicted, acknowledging that rates would then inevitably correct.

Instead of dismissing the current situation as “another short-term spike,” Breakwave advised investors to focus on freight cost relative to the price of a cargo of iron ore or another dry commodity. Looked at this way, the freight cost percentage is now at a seven-year low relative to the cargo price.

Breakwave maintained that this creates room for the freight cost to rise, as the percentage of freight cost relative to the cargo price could revert higher. This could benefit rates over time. And for investors, the average rate over time is what to watch, not press headlines like Monday’s on new highs

https://www.zerohedge.com/commodities/dry-bulk-shipping-rates-hust-hit-new-2020-high

October 6, 2020

Shipping Rates Rise

Dry Bulk Shipping Rates Just Hit A New 2020 High

by Tyler Durden Tue, 10/06/2020 – 13:25

By Greg Miller, senior editor at FreightWaves,

More ocean shipping signals are flashing green. First came a recovery in the container sector, driven by surging U.S. consumer demand. Now comes a rebound in dry bulk, the world’s largest freight market in terms of volume.

Rates for large bulkers known as Capesizes — ships carrying iron ore and coal that have a capacity of around 180,000 deadweight tons (DWT) — just hit year-to-date highs, driven primarily by industrial demand.

The Baltic Exchange’s 5TC index assessed Monday’s time-charter equivalent (TCE) rates for Capesizes burning 0.5% sulfur fuel at $34,293 per day. That’s up a whopping 127% month-on-month, marking the highest daily average since Sept. 23, 2019, and a year-on-year rise of 45%. Similarly, the Platts CapeT4 index assessed Monday’s rates for Capesizes burning 0.5% sulfur fuel at $33,438 per day.

Platts also assesses rates for Capes that use exhaust-gas scrubbers and burn 3.5% sulfur heavy fuel oil. Due to much-slimmer-than-expected fuel spreads in the wake of the coronavirus, scrubber-equipped Capes currently save just under $1,800 per day. That brought scrubber Capes’ TCE rate to $35,253 per day.

Capesize rate drivers

Capesize rates are largely driven by iron ore volumes from Australia and Brazil and the extent that exports from those two sources match up (or not) with vessel tonnage positioned in the Atlantic and Pacific basins.

“The Cape index has been very strong on a lack of tonnage in the Atlantic,” Nick Ristic, lead dry cargo analyst at Braemar ACM Shipbroking, told FreightWaves. “Brazilian charterers have been extremely busy over the last couple of weeks covering October volumes, while shipments have jumped. Daily shipments from Brazil over the past seven days averaged 1.25 million [metric] tons per day, up 18% over the previous 10 days.”Brazilian iron-ore operations (Photo: Vale)

And it’s not all about Brazil and the country’s giant iron-ore miner, Vale (NYSE: VALE). According to Clarksons Platou Securities analyst Frode Mørkedal, “During the July-September period a good amount of Australian cargoes were removed from the market due to normal seasonal maintenance on the part of the large iron ore miners. But higher volumes have now returned to the market.”

Regardless of whether the iron ore is coming from Brazil or Australia, the demand driver is Chinese steel production. “Iron-ore demand from China continues to boom,” affirmed S&P Global Platts.

Sub-Cape vessel classes

Rates for smaller bulkers — which unlike Capes have high exposure to grain transport — have yet to follow the Capes’ lead.

The rates for Panamaxes (60,000-95,000 DWT) are only $12,400 per day, down 17% year-on-year, according to Clarksons. Rates for Supramaxes (45,000-60,000 DWT) are $10,900 per day, down 19% year-on-year.

Asked about the smaller bulker classes, Ristic told FreightWaves, “We are fairly positive on grain trades in the fourth quarter. U.S. soybean volumes are picking up, Brazilian corn shipments remain strong and Ukrainian corn exports are about to kick off.”

On the downside, “seriously depressed coal volumes globally are keeping some pressure on Panamax earnings.”

On the upside, Capesize strength should trickle down. “If high Cape rates are sustained, Panamaxes will naturally follow as Cape stems will start to be split,” said Ristic. A “stem” is a shipper’s quantity of cargo. Shippers will split a Capesize cargo into two Panamax cargoes if it’s cheaper to do so.

S&P Global Platts reported Monday that charterers are already starting to split Atlantic Basin Capesize cargoes into smaller stems.

Dry bulk stocks to bounce?

Shipping stock performance has diverged over the past three months. Tanker stocks have languished near their year-to-date lows, battered by storage-destocking headwinds. In contrast, container-ship leasing stocks have risen sharply over recent weeks, playing catch-up with already recovered charter rates. Will dry bulk stocks now bounce as rates rise?

Stocks with high Capesize exposure include Star Bulk, Golden Ocean and Genco Shipping & Trading. Dry bulk stocks with high exposure to smaller asset classes include Scorpio Bulkers and Eagle Bulk. In addition, the Breakwave Dry Bulk Shipping Exchange Traded Fund buys freight futures to offer investors more direct exposure to rates.

These equities have been rising over the past week, however, with one exception they are still down 22%-43% year-to-date. (The outlier is Scorpio Bulkers, which is doing far worse: down 75%.)

When will rates retreat?

The problem for dry bulk stocks is that rates will almost certainly retreat in the months ahead. Is fleeting rate strength is enough to entice investors? “Some seem to be wondering how much more juice is left in the cherry [but] don’t be Boo-Boo Bear. There’s more juice. We promise!” wrote a broker at Barry Rogliano Salles.

Looking at the forward curve, Cape futures for the month of October rose to $28,553 per day on Monday — a positive sign. That said, December futures fell to $18,672 per day.

As Ristic explained, “Fourth-quarter FFAs [futures] are lower than current earnings and it’s extremely unlikely for these levels to be sustained for months at a time. The longer the current spike is sustained, futures will continue to rally. But if rates start to rapidly fall, the sell-off will likely be even more aggressive than the rally.”

Breakwave Advisors argued in a new blog post that it’s not about where rates peak, it’s about the average. In the past decade, Capesize rates peaked at $42,000 per day in 2013. “It will not be surprising to surpass such levels soon,” Breakwave predicted, acknowledging that rates would then inevitably correct.

Instead of dismissing the current situation as “another short-term spike,” Breakwave advised investors to focus on freight cost relative to the price of a cargo of iron ore or another dry commodity. Looked at this way, the freight cost percentage is now at a seven-year low relative to the cargo price.

Breakwave maintained that this creates room for the freight cost to rise, as the percentage of freight cost relative to the cargo price could revert higher. This could benefit rates over time. And for investors, the average rate over time is what to watch, not press headlines like Monday’s on new highs

https://www.zerohedge.com/commodities/dry-bulk-shipping-rates-hust-hit-new-2020-high