I have some questions about on the Baltic Dry Index (a rough guide to the price of moving dry goods by sea - more detail available here):
Since the supply of shipping is enormously inelastic in the short-run, changes in the BDI are generally held to represent changes in demand. I’m okay with that. Since the dry goods carried are usually raw materials that are used as inputs in creating intermediate and final goods, movements in the BDI are therefore commonly seen as a leading indicator of economic activity.
But for whom? Is it an indicator of aggregate global demand, or is it weighted in such a way as to provide a better leading indicator of just part of the world economy? The Baltic Exchange is based in London; does the BDI over-sample shipping to the UK and Rotterdam? The US is freakin’ enormous; does the BDI over-represent them? Is the BDI, as an indicator, biased towards describing the forthcoming state of those economies that are net importers over those that are net exporters?
The BDI is also commonly regarded as being devoid of speculative content. For example:
Unlike stock and bond markets, the BDI “is totally devoid of speculative content,” says Howard Simons, an economist and columnist at TheStreet.com. People don’t book freighters unless they have cargo to move.
I’m not 100% convinced. If I can play in energy markets by buying a contract for the delivery of X tonnes of coal and then selling it on before the date of delivery arrives, why can’t I do the same with space on the a ship departing port Y for port Z, selling the space on before the departure date? Is it because space on the ships is sold only very shortly before they begin loading?
But even if it is immune to speculation, that doesn’t mean it’s a clear measure of the state of aggregate demand. For example, sending stuff by freight is contingent on the market in letters of credit. If that dries up, then even if there is latent demand for shipping, the actual demand seen by the Greek shipping magnates will be forced down. This article in the FT would suggest that this is happening right now:
It all goes back to that Lehman bankruptcy. Among the more serious casualties of that colossal failure of leadership was the letter of credit business. There is nothing more vanilla than the l/c for an international shipment. One bank tells another bank that it will accept the credit risk of an individual importer or exporter. They document that, with forms that have been around forever, clerks and computers shuffle the paper around. A fee is charged and goods are released for shipping, inspection, and delivery. The most boring business in the world. Until it stops.
After Lehman those clerks, and their computers, stopped trusting the clerks and computers at other banks. Treasury secretary Hank Paulson’s ignorant and clumsy attempt to avoid moral hazard and systemic risk resulted in uncounted quantities of goods piling up on loading docks, and customers living off inventories and consuming less.
This is interesting, because the value of a market is usually in its ability to aggregate and communicate information through the price, but if the supply or demand are artificially constrained, then the usefulness of the price is brought into question. A disruption in the letter of credit market will force demand for shipping to fall, but conceivably all four possible constraints can occur:
- Demand forced down: Economically sound demand that is contingent on supply in a second market.
- Demand forced up: Short-selling temporarily lifts the demand curve at low quantities. Normally, this wouldn’t affect the equilibrium price, but if supply contracts for some reason, it can. Witness the share price of Volkswagen this week.
- Supply forced up: Distressed sales. Margin calls.
- Supply forced down: As with demand, supply can be contingent on other markets.
All of which has implications for the information value of market prices …



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