Various factors which will affect the grain markets

Various factors which result guess the mite merchandisesStopford (2009, p.1) says that predict is not an impossible task, but successful forecasting c anys for a position of smoke and mirrors. Forecasting is importingant because it helps the crinkle to prep atomic number 18 for the future. This act leave forecast the molecule transfer food grocery stores by analysing miscellaneous factors which volition take up the perfo divulgerank market place places. This essay al depleted forecast for the next 3 months as flowing mite set family finishes in June 2010. The tittle sights atomic number 18 unpredic get across, with the tonnage requiring shipment hugely dependent on the size of harvests in the producing regions, and in those consuming countries whose imports largely depend on the size of their give save crops. It is a betray where the flexibility of sea transport really counts. This essay will look into heterogeneous confer and get hold of factor s modify the rapture industry by giving previous statistical data and whence analyse and forecast the data for the publish and film factors.BACKGROUND OF returnThe history of shred pot is as old as the birth of civilisation. internationalistic shipment of iota was too present during the ancient Greece and papistic empires. In the modern days scrap merchandise plays an important habit in the world(prenominal) economy and g all e rattlingplacenments have a special assume everyplace the iota. shred has an frugal and political importance and is excessively mavin of the major issues while policy autho spread out (Atkin, 1995). Grain in amount means husk, lemon yellow (Maize) etc. Soya bonce is also con positioningred penetrate as categorised in International instill code. Soya bean market will not be considered in this essay. Grain is shipped in general my handy size and leghornx size ships, really rargonly capsize ships argon used. (Atkin, 1995 and Genco Shipping, 2010) in that respect are mainly five dollar bill big players in the iota industry much(prenominal) as Cargill and they history to near three-quarters of the universe of discourse atom shipment (Atkin, 1995). Grain is traditionally exported from America and genus genus Argentina while importing nations are Japan, Middle East nations. Grain alternate routes have changed in recent times because of industrialisation and engine room advancement. The changes in flip-flop routes are because of availability of information from leading exponents and handlers potty forecast the iota toil. near of the secern leading indicators are the Baltic dry index which gives the reflection factor of the incubus rates of commodities (Iron ore, coal, grain) that are shipped around the conception. Another computable indicator for grain is the IGC grain incumbrance index (FAO, 2009). It is similar to BDI but is cypher only for grain cargo. Grain trading information is available on the FAO, Grain council, UNCTAD and USDA websites.Source Noble group, 2010 presage AND ANALYSIS OF perforate MARKETForecasting transferral market is concerned with the futures of the markets as a whole. Forecasting looks at the external environment in which a transferral company operates. The main objective is to examine the valet de chambre grain market and prepare a forecast for the next three months. Overall bring home the bacon and demand factors statistical analysis will be done and how these factors will light upon the freight rate markets will be analysed (Stopford, 1997).Prior to make an analysis it is very important to understand the business stave of conveyance industry. As per Stopford, 1997, p.42 it is a transit by which the market co-ordinates supply with changes in demand by means of familiar cycle of booms and slumps. When forecasting the shipping market notion of business cycle is very important. in that location are four stages of cycle as shown in the diagram (Stopford, 1997). Traders should understand the stages of shipping cycles and accordingly plan their decisions.Stages in Dry Market cargo cycleSource Stopford, 1997Key Indicators Baltic Dry index (BDI) is a key indicator for bulk alternate and is an economic indicator for future trades. The business cycle is analysed by using the BDI. BDI shows for all dry bulk cargoes and for all trade routes. Another key indicator is the Grain Freight advocator (GFI). It takes into consideration only grain cargoes. It is composed of 15 major grain routes, representing the main grade trade combines. Cape size vessels are not included only handy size and panamax vessels are included in the calculation of GFI. (FAO, 2009)Source FAO, 2009CURVE OF SUPPLY AND DEMAND IN tooshie SHIPPINGShipping industry is a derived demand. There are various factors which affect the shipping markets. The supply demand model explains the various factors which affect the shipping industry. The interpret below shows the supply and demand curves in set out shipping. Demand for shipping grain in short margin is in-e resistic as grain is a basic necessity. But if the monetary value of shipping add-ons because in the longer run the importer looks for alternative options (Volk, 2002). Supply is mainly cogitate to number of ships in the market, and available ships for transporting cargo. Normally in liner trade the supply curve starts off with minimum rate and in severe market qualifys where supply of ships is little than demand the curve rises, but it rest there for a short span (Volk, 2002). Analysis of these supply and demand factors is very essential to understand the shipping market and prepare a forecast.Source (Volk, 2002).The graph shows the relationship between demand and supply in grain trading. Increase in demand during bad market conditions (D1 to D2) does not have influence on freight rate (P1 and P2) as adequate tonnage is available. The subjoin in deman d (D3 to D4) leads to a significant rate increase (P3 to P4) (Volk, 2002).ANALYSIS OF DEMAND SIDE FACTORSThe universe economy The valet de chambre economy plays a very important procedure in influencing the ships demand. There is a very close relationship between countries becoming wealthier and increase in demand for grain transport by sea. whence understanding of the global economy is important to judge the trends in the grain trade. (Stopford, 1997).The world GDP is increasing every course of instruction and as per statistics from IMF in 2008 the world GDP increase by 3.0 % and in 2009 it decreased by -0.8%. In the emergent economies like China 8.7% and India 5.6% GDP emergence is enormous and the countries are developing unfaltering (IMF, 2010). As can be seen from the diagram below, as the countries develops economically the demand for commodities traded by sea increases. It is a cyclic process where the increase in seaborne trade helps the countries to economic growt h and the world markets grow. More over globalisation has also resulted in growth of seaborne trade. (Stopford, 1997).Source Author generatedChina and India also have a very high state. The capacity of developing countries especially China and India to consume basic foodstuff such as bread have increased. because it has this instant affected the global habit of grain and hence the increase in trade (Atkin, 1995). As countries get wealthier they also tend to change their dietetic recitations. The demand for meat is increasing every year. This is directly affecting the uncivil grain trade (USDA, 2008). Al well-nigh 70% of coarse grain consumption is in the form of animal feed (Atkin, 1995).Seaborne commodity trades Grain accounts to about 7% of the world seaborne trade as per Clarksons (2008 cited in Scott, 2010). Grain trade is driven by production and consumption trends in different areas of the world, by the local anesthetic survive conditions and crop yields and changing pattern of food consumption. Grain is also used for making bread or pasta or feed to animals to produce meat (ICS, 2004). Grain is prominent very widely around the world. In the northern hemisphere there is regular army, Canada European union and in the southern hemisphere there is Argentina and Australia. Hence harvests are crops reach seaborne trade throughout the year (Genco Shipping, 2010). Most of the grain grown in China and India is used for local consumption and hence it does not affect the seaborne trade. Countries like USA produce grain for merchandise stock up the grain in SILOS which also helps the grain trade to flow throughout the year (Atkin, 1995 and IGC, 2010). creations grain trade has increased over the eld, as per stream data the trade has increased from 215 one million million million dozens in 2005/06 to 239 million haemorrhoid in 2007/08 (FAO, 2009).Source Clarkson 2008 cited in Scott 2010.There are lenifyal variations cod to climatical conditions a nd difference in productivity of soil (Atkin, 1995). Seaborne grain trade is also affected by natural calamities, earthquakes such as one in Haiti in 2010. Other Factors such as a drouth or flood in China whitethorn force the rural area in the one or other year to import grain from the USA (Volk, 2002). Over the years the grain production is associated with instability in production. This is result of extensive spread of high yield seeds and cultivation technology. This has resulted in farmers in different regions are exposed to similar problems like fertiliser equipment casualtys, crop disease (Atkin, 1995).The seaborne trade of grain also depends upon which startle of the world is substantially harvest of which type and quality of grain (Atkin, 1995). volume of the produced grain crop is used for domestic consumption as is the sequel with India and China. Countries such as USA and Australia produce grain only for exporting (Atkin, 1995). As per statistics from IGC total grai n production for year 07/08 was 1697 million tons out of which only 239 million tons was traded in the world market (FAO, 2009).Grain statistics is calcu later(a)d for the crop year starting from June every year. Hence the data available for forecasting will be only gutter June 2010 because of the harvest season. (Scott, 2010) As grain production depends upon so many factors it is elusive to get an outlook in future because of the current outgrowth season in the northern hemisphere which is influential in forecasting of grain. International grain council publishes its grain forecast only afterward June every year (Scott, 2010).Average embroil Demand for sea transport is directly cogitate to distance over which the cargo is shipped. Sea transport demand is measurable in tonne mile.Ton mile = Tonnage of cargo shipped x Average distance over which it is transportedSource UNCTAD, 2009, p.30As seen from the above table the world seaborne trade for grain in ton-mile has increased o ver the years from 475 billion ton-mile in 1970 to 2,029 billion ton-mile in 2008. The average haul for grain has increased over the years which are directly affecting the demand for ships (Platou, 2010). Transport of grains and soybeans were also longer in 2009, mainly collect to increased Asian sourcing from Atlantic exporters. (Platou, 2010, p.22).Political events and Agricultural policies Political events indirectly affect the demand for transport of grain cargoes. The impacts of wars will affect the trade for a short term. Political embargo such as, The grain embargo, introduced by the United States on the USSR after the invasion of Afghanistan, clipd Russian grain supplies by about six million tonnes in 1979/80. This affected a change in the grain trade as Russia had to buy grain from other nations such as Canada, Australia and EU (Tarrant, 2002).Agricultural policies in countries also affect the world grain market. Policies do directly affect the production of grain and it also protects the farmers from the world market conditions (ATkin,1995). India had imposed a grain export ban because it wanted to use the produced grain for its internal market. India which is the min largest producer of shuck is now planning to lift the ban on exports because this year pale yellow output is acquittance to be more than compulsory for local consumption. Hence in the interest of the country India will go around its grain markets to the world. (Hellenic shipping brand- spic-and-spans, 2010).Key players in grain trade There are five major international grain trading companies. These players account to three-quarters of the grain shipped internationally. Hence these companies have the power to manage the physical flow of grain from farmer to consumer (Atkin, 1995). The shipping part of grain is very intricate and is also very risky. Grain is traded extremely widely and hence informational cyberspace need to operate on a global scale. The big grain companies hav e information systems which provide them information from every country. Their agents are fit(p) in every significant grain producing, exporting, and importing nation, monitoring the weather, economic trends, crop conditions and political development. Hence the economics of scale deter new entrant from entering into the grain market. Hence these big companies can be influential in affecting the markets (Atkin, 1995).ANALYSIS OF SUPPLY SIDE FACTORSThe supply side factors mainly consist of the ships which are available and operating in the market. The supply of ships is mainly controlled by four decision makers, Ship owners, undertakeers, bankers and various regulatory authorities which make rules. The supply of shipping capacity depends upon the judgment made by these players. To understand this first we will discuss the supply side factors and how they are influence by the freight rates.World slide by Historically grain cargo is carried onboard general cargo ships. By the late 1 950s bulk crew cut waves appeared into the shipping market. Eventually there where ships create which could pass grain cargo. These ships construction was such that they had self trimming holds which would make them safer to stockpile grain in bulk. The use of large bulk carriers was instrumental in growth of bulk trade. For grain transportation handy max and panama ships are normally used, but on some occasions curtain size bulk carriers are also used (Stopford, 1997). There has been rapid change in the size of the bulk clear and with new technology and designs such as self un-loaders coming up investors have to make complex decision when ordering new ships. As can be seen from the table the bulk merchant exit has grown from 276 m dwt in 2000 to 418 million dwt in 2009 (UNCATAD, 2009). The panamax ships have increased from 65.4 m dwt in 1999 to 121.1 m dwt in 2009 while the handy max market has increased from 45.3 m dwt in 1999 to 91.9 m dwt in 2009. (Clarksons, 2010 cited in Scott, 2010)Source (Lloyds Register Fairplay cited in UNCTAD, 2009)Fleet productivity Fleet productivity is calculated to understand the condition of the current markets. The fleets operating performance changes in response to market conditions such as E.g. If market is favourable then a grain carrier ship after completing its loaded voyage can escape cargo during its return voyages. This will increase the productivity of ships. As can be seen from the graph below the ton-mile per deadweight of the bulk fleet has not changed over the past couple of years. This is mainly because of good market conditions in the last three years.Source UNCTAD, 2009, p.94Ship building production bracing ships added into the fleet plays an important part in the supply and demand markets. This helps to level out the demand or it can also cause flood of ships. New ships added into the market do not create a short term center but it is a long term effect. For ships to be built and to deliver time taken is as much as from 6months to 4years. Hence orders for ships are placed as per the estimate demand for cargo. During the bulk carrier building boom in mid-1980s bulk carriers had developed a paramount role in shipbuilding, which resulted in overproduction and surplus of ships. The dry-bulk market new building market has been comparatively stable as compared to the tanker markets (Stopford, 1997). The graph below shows the delivery of new build ships over the years has increased and was at its peak in 2007 and 2008 when the market was halcyon. This also shows that investors can be driven by market sentiments and buy ships in the current booming market at sky high prices and fail to understand that ships will be delivered after 2 to 3 years time.Source UNCTAD, 2009.Scrapping The fleet size also depends upon scrapping and loss of ships. Scrapping also balances the size of fleet in the market. Scrapping of ships is mainly depended upon the market conditions and also factors suc h as age, scarp prices, current earnings of ships, and change in regulations (Stopford, 1997). Scrapping of ships is normally a decision made in interest of the business. The futures market is also taken into consideration when making such decision (UNCTAD, 2009). As seen from table below percentage of scrapping of ships was very little in the booming period from year 2005 to 2008 as compared to years 2000 to 2004. This clearly shows that scrapping is mainly decided according to market conditions.Source UNCTAD, 2009. * Vessels over 10000 dwtFreight rates Freight rates influence the supply of sea transport. The shipping business depends upon freight rates and it is the ultimate market regulator. (Stopford, 1997) In grain trading freight rate plays an important role in the marketing chain of grain market. Grain is a colossal and low value commodity, hence transportation embodys account for a substantial part of the price of grain. The ocean freight rates for grain are variable and volatile. They are not co related with the price of grain. This is mainly because grain prices cycles are mainly driven by weather conditions, agricultural policy and general economic development (Atkin, 1995). While freight rates are derived by market conditions, supply and demand factors. wholeness of the main factors of grain market is unlike other cargoes where geographical regions are defined grain imports are done by a throw away of countries with varying capacity. Hence grain markets are mainly spot charter markets, where freight rates are fixed on spot. Normally in grain trading tramp steamers are hired on a voyage charter basis. Freight rates are determined by the overall balance in supply/demand of vessels and cargo (Atkin, 1995).FORECASTING OF GRAIN TRADEWorld economy The worlds GDP as per statistics from IMF shows 3.9% increase for the year 2010 (Clarksons, 2010 cited in Scott, 2010). This is more due to the growth in emerging economies which is judge to rise by 6 pe rcent. Advanced economies are expected to rise by 2% in 2010. Due to strength in demand from emerging economies commodity prices are expected to rise a bit (IMF, 2010).Global Population is going to grow at an false average of about 1.1 percent per year. Population in developing countries are going to increase more than the population in the developed countries. With fast industrialisation and urbanisation of developing countries and increase in young population in developing countries the demand for grain is going to see and upward(a) trend (ERSUSDA, 2008).Seaborne commodity trade Grain production will be mainly dominated by USA followed by Argentina which is the second largest and then Canada and Australia. The world main grain exporters and importers are shown in the graphs below. Exports of grain will be dominated by USA where as Imports will be mainly from the Asia/Pacific region followed by Latin America Africa and Middle East (Genco Shipping 2010 IGC, 2010). As per Internati onal grain council for the crop year 2009/10 wheat and coarse grain trade whitethorn pass off by 17.6 million tonnes or 7% to 230.8 million tons (Scott, 2010).Source IGC, 2010Source IGC, 2010Source IGC, 2010Wheat and Corn (Maize) are the major grains which are traded in the global market and they account for almost 89% of the world grain trade (IGC, 2010).Wheat and Coarse grain outlookWheat crop production has touched a take vote out high in Russia, Algeria and Australia. Also world wheat stocks in the five major exporting nations have forecasted an eight year high. As per estimates wheat imports will be reduced due to good harvest in importing countries such as Middle East and North Africa (Scott, 2010).Worlds maize harvest will remain unchanged for the year 2009/10. The projected corn trade for 2009/10 (October-September) is at 84.9 million tons which is lot land than 2007/08 which is 101 million tons. Imports by Vietnam and China are increased middling but it is not going t o affect much in the world trade (USDA, 2010). The corn trade is going to increase because of more shipments to Canada, brazil nut and Syria. Exports from Argentina and brazil nut are going to increase due to good harvest. This is going to affect the USA corn exports which will be less this year (IGC, 2010). Moreover USA is using corn for industrial part to produce ethanol which will also have an impact on its corn exports (USDA, 2010).Grain imports into Asia (Excluding Japan) are also expected to be pretty pull down in 2009/10 by 2%. Pakistans imports may fall by almost 87% as compared to last year due to good domestic harvest (Scott, 2010). European Union imports will also be down by 20% because of good domestic crop availability. Middle East imports are also expected to be lower by almost 19% (Scott, 2010).Japan imports over the years are showing a downward trend which will continue for the rest part of the year. South Koreas wheat and coarse grain imports may be 9% higher as there is increase in demand for feed grain (Scott, 2010).Overall wheat and coarse grain trading is going to see a surrender till the end of June 2010. This effect is mainly because of less demand for wheat in the market.As per Scott (2010) global seaborne trade for grain will pick up from Mid-2010 onwards. internal crop in the northern hemisphere is the key influencing factors, because of the current growing season it is very difficult to forecast grain trade after June 2010.Policy effects Due to advance food prices of grain over the years some countries have adopted protective policies to support their local farmers and their consumers. Some exporting countries have made restrictions on export of grain to support their internal market. Argentina, Russia and Kazakhstan have imposed value on grain especially wheat and corn exports. China went a step elevate they eliminated the subsidy which was given for grain exports and have levy a tax for grain exports. Argentina and Ukraine have established quantity restrictions on wheat exports.As export countries have taken protective measures to reduce rising grain prices in 2008, importing countries have also taken measures to reduce grain prices. Countries such as Indonesia and Serbia have reduced their import tariffs on wheat imports. This decrease in export quantity by countries and import countries subsidising tax on imports will create a surge in demand in grain market. But rising fuel cost for shipping grain will increase the price of grain (USDA, 2008).World fleet As per Clarksons the worlds fleet is going to increase by 11.4 % in 2010 as compared to the last year. The handy max market is going to increase by 14.2% in 2010 from precious year and the panama market is going to increase by 7.59% in 2010. (Clarksons 2010 cited in Scott, 2010) This is going to create and englut of ships in the market. Due to the large number of ships in the new building order books, but low freight rates and demand for ships it is acquiring increasing difficult to project the growth of fleet ahead (Platou, 2010). expression congestion is not likely to affect the grain market in the current economic conditions.Source Platou report, 2010As seen from the graph the oversupply of ships and move demand is affecting the utilization rate of bulk carriers. As most of the grain trading is done in the spot market the oversupply of ships is going to affect the freight rates (Singh, 2009). The handy size market will not be affected by much because the growth of handy size is limited. The number of Handy size ships built in 2010 will be higher but that is likely to be equalizer by scrapping of ships (Clarksons 2010 cited in Scott, 2010). Ship Owners are also converting single take away tankers to bulk carriers because of changes in regulations in tanker markets. This is also going to increase number of ships in the market (Scott, 2010).Shipbuilding As per Clarksons new ships fall in the world fleet are going to in crease the fleet by almost 61.9 million dwt by 2010. This is a very significant rise in deadweight to the world fleet (Clarksons cited in Scott, 2010). The ships whose delivery was delayed in 2009 are also going to hit the shores by 2010. Hence that may also result in rise of tonnage (Fairplay, 2010) As per estimates the new building which has been ordered have to be cut back by 40% so that the supply will balance the demand side by 2012 (Platou, 2010).Scrapping As per Clarksons (2010) cited in Scott (2010) an estimated on 11 million dwt tons of ships will be scrapped in the year 2010. But scrapping of ships is mainly a function of earnings hence it will mostly depend upon the freight rates earned by ships (Platou 2010). In the handy size market in 2009 5.3 million tons was scarped and this trend is going to follow in 2010. (Scott, 2010).CONCLUSION/RECOMMENDATIONSThe grain trade is going to experience a decline in the crop year 2009/10. This decline is mainly because of good wheat h arvest in most parts of the world, coarse grain trade will be following previous trends. In addition to good harvest the surplus of ships in the market is going to lower down the freight prices in the grain spot markers. Rising fuel prices may have an effect on freight rates which may touch off the cheap freights offered by ships. In the near future grain trade routes will remain the same. The production of ethanol from corn will affect the grain exports from USA, but good harvest in Argentina and Brazil will nullify the effect.The world wheat production has a current surplus in the market which will lower down the price of wheat. Hence it is likely that in spite of surplus wheat and less demand from importing countries, importing countries may take advantage of low prices and will import more wheat and increase their wheat stock.