Say Goodbye to the World’s Trade Routes

Cargo ship with containers

It’s always lovely when everything you’ve talked about throughout your career decides to happen all at once. At this critical decade, how will the globes trade routes fare? And which routes will fracture first?

There are three major trade routes that come to mind. Southeast Asia is made up of many regional states that rely upon each other, so none of them want this to shut down. While this should hold, there are some other players (China, Japan, and India) that could add some tension. The Persian Gulf and Strait of Hormuz are easy to disrupt and will likely be the first to go; this will have an outsized impact on places like Japan, Korea, Taiwan, and China, that rely on oil coming through here. And the last route to keep an eye on is the Baltic Sea; the Ukraine War’s outcome will likely determine what happens here.

Bottom line…get your s*** while you still can.

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Transcript

Hey all, Peter Zeihan here. Coming to you from the Lost Creek Wilderness. I have moved out of the jump on him into the narrows. So I like a one sided canyon sort of thing. Anyway, trail goes. 

Back in there somewhere. Anyway, taking a question from the Patreon crowd, specifically, as globalization breaks down and as military alliances fracture, which trade route will fracture first become unusable? 

We’re at the point in history where there’s a lot of things going wrong at the same time. Most of my work has been saying that all of these factors, whether it’s demographics, globalization, American isolationism, European fractures, the Chinese fall, whatever happens to be, they all come together in about the same ten year period. 

And we have now entered that ten year period. So the partial cop out to answering this question is, I really don’t know, because everything is going wrong. And all of these, routes are going to be in some degree of danger. But let me give you the two that I think. Well, let me do the three that I think are most concerning. 

First, the one that I think actually will hold together and that’s the Southeast Asian route through, Indonesia, Malaysia, Singapore, Strait of Malacca, the Luna Strait, that area basically connecting Northeast Asia with the rest of the Eurasian continent. This is an area with 15 countries, all of which have their own ideas of what should happen, and none of them have the ability to project naval power, far enough for the entire zone. 

The reason that I think it’s still going to work out for this area, though, is that most of those countries in Asean and then link in to, say, Australia, see the world through similar lenses. I don’t anticipate them launching wars of aggression against their neighbors. They know that they occupy different parts of the manufacturing supply chain. 

They know they need inter-regional trade and agriculture and energy and intermediate manufactured parts. So they have a vested interest in finding a way to make it work. The problem would be countries from out of region India, China, Japan who might see things differently. But even here, I think it’s pretty safe to say, that it’s going to hold. 

Japan might try to raid Chinese shipping, but they have no intention of shutting down shipping through the region as a whole. With Australia, you have the Americans of all to a degree. And India is really not a trading power. And China, of course, if it’s going to survive in any form, has to have access to this trade route. 

So that one’s probably okay. The second one, the ones absolutely hosted so opposite is coming out of the Persian Gulf here. You’ve got a number of countries with limited global reach, but missiles and jets and drones would have no problem closing the Strait of Hormuz. And even if you get past the Strait of Hormuz, you then have India and Pakistan, who in a globalized world would love to see the other one lose access to things like energy. 

And so I can see any number of scenarios where Iran or Pakistan or India or Saudi Arabia or even the United Arab Emirates find it in their interests, at least for periods of time, to close that entire route down. And that’s 20 million barrels a day of crude that could no longer make it to market. It would have catastrophic impacts for everyone further east, most notably Japan, Korea, Taiwan, and especially China, which uses more than the other three put together. 

And then the third route, depends on what happens in the Ukraine war. The Baltic Sea has always been a zone of commerce, but it’s always been a zone of conflict. And in times past, the countries that are either adjacent to the sea or just one step removed. So we’re talking here, all of the Scandinavian countries Finland, Sweden, Norway, Denmark, also Poland, also Germany, also the United Kingdom, also the Baltic, also Russia, have all at various times in their history tried to militarize their part of the sea, to shut it down for the people. 

At the moment, everyone is on the same side except for the Russians. And the Russians are using the Baltic Sea because we’re still in globalization, barely to ship 1 million to 1 million, a half barrels of crude out to the wider world around sanctions. Sooner or later, that’s not going to work anymore. Either. The Western countries are going to interfere with the oil shipments, which I’m a little surprised hasn’t happened already. 

Or the Russians are going to say screw it and basically Mess up, corporate shipping on the Baltic Sea. One way or another, this is likely to happen. The question is, how long will it last? If Russia does well in Ukraine, it can last a long time because you don’t need to be able to poke out. 

All that much pressure collapses in Ukraine that this is no longer concern. And the issue is how Europe evolves or devolves in the future, whiskey or any number of directions. So Middle East shipments, most notably through Hormuz, look really bad. Red sea is not much better. Baltic something to keep an eye on. But there’s reason for hope. And then Southeast Asia. That’ll only break if things go really horribly bad.

The Fire Hose of Chaos: Housing Problems

Construction of a home

Does everyone remember that bedtime story about the Three Little Pigs and the Big Bad Wolf? Well, the Trump administration is doing its best wolf impression and trying to blow the entire housing industry down. (We’re running out of metaphors for this administration, so cut us some slack on this one)

There are a lot of things hurting the US housing industry. The labor shortage will only worsen as more undocumented workers are deported. Material costs are on the rise, thanks to tariffs. All the stuff that goes into a home, whether you’re furnishing it or renovating it, is now more expensive due to tariffs. Mortgage rates are at 20-year highs and available capital is shrinking. Insurance companies are taking a hit. Not a fun time…

The pressure is on for the housing market, and it’s only a matter of time before the foundation cracks. What was a relatively healthy market just months ago is now the problem child in the US. And if that doesn’t worry you, we’ll talk about the recession tomorrow.

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Transcript

Hey, all. Peter Zeihan here. Coming to you from New York City, near Rockefeller Park. That’s like new Jersey or something over there. We’re gonna look over here, Trade Center and, Lady Liberty’s over there somewhere. Yeah, there. Anyway, today we’re going to continue our firehose series about how the Trump administration’s domestic and international policies are affecting the American economy. 

And today we’re going to tackle housing. Now, there’s a lot of inputs that go into a successful housing industry. But generally you’re looking at the big four. The first one is going to be labor based on where you are in the country, seasonality, all that good stuff, somewhere between 20 and 40% of the cost of a house is just from labor. 

And as a rule, somewhere between 25% and 35% of that labor is immigrant labor, with that number going to 40 to 50%. If you’re in California or Texas. So if you do what the Trump administration says it wants to do and deport 5 million illegal laborers, you can imagine what that’s going to do to housing costs, because there simply aren’t enough people in the country to fill those jobs. 

And that’s before you consider that immigrants play an outsized role in the trade. So carpenters, electricians, that sort of thing. Plumbers. So you can see that turning housing into a very expensive proposition just right off the bat, the next raw material inputs, which again, 20 to 40% were based on where you are, what kind of structure you’re building. 

And these fall into a bunch of different categories. First, most obviously is wood for framing. The second largest source comes from Canada that now has a 25% tariff. Next up are steel and aluminum, which are used for framing, flashings window frames, structural support, nails, that sort of thing. Right now, again, 25% tariff on both of those items. 

Next up is one that people don’t think about very much. And that’s copper. But you know, if you don’t have copper, you’re not going to have electricity. Now, most of the world’s copper, or at least mostly copper that comes to the United States, is either from Canada or the United States or Mexico or especially Chile. But that’s the raw copper. 

Once you turn it into wires and electrical outlets and all that other assorted stuff, most of that stuff is going to be coming from China. And now there is a 145% tariff, which basically means we stopped shipping stuff from China for this product category. About a month ago. And even if we were to flip the switch back on today, we wouldn’t get new shipments for another two months. 

It just takes that long for everything to spin up and cross the ocean. Then there’s things like tile and stone. Most of that comes from the Mediterranean. That’s another 20% tariff. So for all of the things that go into the physicality of the House, we’re looking at significantly higher rates of cost. Assuming you can get the stuff at, oh, the third category is what you put into the house. 

Once you buy the house, for anyone who’s a homeowner, you know, you’ve just started to spend your money. You then have to put things into it, whether it’s furniture or washer dryers, refrigerators, or you have to do an overhaul. As a rule, in the United States, for every 3 to $4 we spend on the primary purchase of housing, we spend another dollar or two on add on costs to fill it up with stuff, or to overhaul it, or put in new drywall doing additions, whatever it happens to be. 

All of that has gotten more expensive to and then forth finance between the baby boomers retiring and liquidating their savings, and the Trump administration planning to increase the federal budget deficit by $1 trillion a year, the availability of financing for the private sector has shrunk precipitously. And we’re only at the beginning. Now, in, the end of you see, you’ll probably see this May 1st. 

We’re only be beginning to see the increases of what that’s going to do. The financing costs. Right now, mortgages are at about a 20 year high. Expect that to get significantly higher. Now if you look back historically, like back to the 70s when mortgage rates were like 15% or more, we’re nowhere close to that yet. But we’re getting there pretty quick because of the problem and the discombobulation between supply and demand. 

And that’s before you consider Trump’s tariffs, which and Trump’s financial policies, which are only going to drive financing up more. And then finally, something that’s not technically a housing cost, but we all have to have if we’re gonna get a mortgage insurance, because as much as construction is going to become more expensive, it is nothing compared to what’s going to happen to re construction. 

Whenever there is a national disaster, a storm, a hurricane, a forced fire, and you need to rebuild, all of a sudden you need to rebuild lots and lots of things in exactly the same spot, which means that the cost for the repairs and the recovery are significantly higher than what happened before. Which means the insurance guys are getting hit on all sides. 

All of the input costs are going up. Insurance guys, basically take your premiums and invest them into the market in order to generate capital that they’re going to need to pay out claims while the markets are tanking because of Trump’s policies. In addition, you have a real problem with foreign access of capital because that money is going away. 

Maybe referenced the finance video we did a couple of days ago. I would not want to be the insurance. Right. Because between the level of populism and Trump government and the popularity of populism, the American political scene right now, the normal thing that the company would do would be to raise premiums and to reduce payouts. But populism isn’t going to allow that to happen. So we will have federal action to grind away the insurance companies in a way that is designed to benefit the consumer. 

And the only way that insurance companies can deal with that is by stopping to offer coverage. Boy, so this all adds up to a housing sector that all of a sudden, from being an actually pretty good space four months ago, is looking to be the sector that is potentially most damaged by the mid and long term trends that are coming together. 

And that’s really just the beginning, because we’re also about to have a recession. We’ll talk about that tomorrow.

The Fire Hose of Chaos: Steel and Aluminum

Photo of Steel pipes stacked

The Trump administration has given us a masterclass on how to set supply chains ablaze using tariffs. While some supply chains are smoldering, others are raging wildfires. So, let’s look at two that are in the thick of it: steel and aluminum.

Given the industrial growth and manufacturing buildout that the US has set its sights on, these two materials are essential; however, the US does not currently have the domestic capacity to produce the amount of steel and aluminum needed for what is coming.

That means the US will still have to import a good chunk of these materials…but it will cost 25% more than it would have previously. This throws yet another wrench into the US industrial buildout, especially for industries like construction and housing.

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Transcript

Hey all, Peter Zeihan here coming to you from Denver International. Today, we’re going to do the most recent in our host of chaos series about how the domestic and international policies of the Trump administration are affecting the American economy. And today, we’re going to dive into those two base materials on which everything runs. And that’s steel and aluminum. 

There are similarities within the markets, but I think it’s best to just kind of break down what you do with these things and how you get those things, and then we’ll go into the broader impact. So let’s start with steel. Roughly 75% of the steel that the United States uses is actually recycled. Steel is one of those wonderful materials that you can recycle at once, or a thousand times, and it’ll still work. 

But that doesn’t mean that all steel is equal. Recycled steel tends to be kind of ugly. And so you use it in places where you need strength, car frames, I-beams for construction, that internal skeleton you see in high rises, ships, that sort of thing. But if you’re going to do something where it needs to be pretty or where it needs to regulate electricity, you need something different. 

Basically, there’s two kinds of steel you’ve got hot rolled, which is the ugly stuff that is usually recycled, and you’ve got coal, which is virgin steel made from iron ore and coke. And cold rolled steel can be used in more advanced applications, specifically in manufacturing and in the world that we’re in now, where most manufactured steel products aren’t about strength, they’re about regulating electricity. 

You have to have something called grain oriented or non grain oriented steel. Different types of those things regulate electricity flows at different speeds and different insulation levels, and that really needs to come from virgin steel. The complication is something called a roller—when you pull the steel out of the molten mix and you’re really hot bars? 

You then push that through a roller because the way the steel cools determines the crystalline structure, which determines how well electricity does or does not conduct through it. Now you can take recycled steel and put it through a roller, but rollers are big and expensive, and you only usually put that on a very large foundry. And only the very large foundries are making virgin steel, recycled steel, hot rolled steel typically is made locally because you basically you take down a building in your state and then you’ve got a local facility that can turn it into hot rolled steel. 

If you wanted to get it to a roller, you’d have to get a completely different facility that operates on a different scale. Well, the United States needs to roughly double the size of its industrial plant. That means a lot of industrial construction. That means a lot of that ugly, high rolled steel. And while the United States is the world’s greatest steel recycler, there just isn’t enough to double the size of the industrial plant on anything less than a two century time scale, which means we just need more and more, more and more. 

And if you’re to get more and more, more and more and more, you’re probably going to be important. And if you want to go into manufacturing, you need a lot more cold rolled steel. And if we’re going to triple the amount of steel products that we put in the manufacturing, we need more and more, more and more and more. 

If you want to do this with foundries, you’re talking about a ten year buildup. If you want to do with imported steel, you could do it now. And what the Trump administration has done is put a 25% tariff on anything that is imported, which has brought construction and manufacturing costs up while decreasing the flow through of the input that we need to make any of this work at the base level. 

So everything is now moving more slowly, at a higher expense at a time. We just need more. The second metal, of course, is aluminum. There is somewhat similar policy, about 45% of what we use. We produce ourselves. And almost all of that is recycled. But just as with steel, if you want to manufacture something that is pretty, that has the combination of corrosion resistance and light weight and strength and flexibility, then it’s probably going to have to be from virgin materials. 

And the United States just doesn’t have the raw material here. The raw materials, bauxite, you basically mined that you dissolve in sodium hydroxide. You get a white powder called alumina, and then you electrocute the crap out of it to turn it into aluminum metal. And just as with steel, you can use recycled steel for construction things like window frames, for example. 

But if you’re going to do high end work like, say, I don’t know, airplanes, you’re going to want the Virgin stuff in the US just doesn’t smelt much of the Virgin stuff itself. And again, just as with steel, we need to use 2 or 3 times as much as we have yet to get the smelters on line. And so this is an ongoing problem with all of the Trump administration’s policies. 

The CART has been put several steps before the horse. We’ve raised the cost of imported steel and aluminum, but we have not. First built out the capacity of the US economy to smelt or foundry more of the stuff itself, so we get lower supplies at a higher cost when we need huge increases in the volumes that we use to in order to build out the industry, as the Trump administration says it wants to. 

And so everything’s just slowed down and got more expensive. But there’s no sector where this is more true, where it’s more of a problem than construction and especially residential real estate. And that’s what we’ll turn to tomorrow.

The Fire Hose of Chaos: Port Fees

Photo of port of savannah, GA

Today we’re discussing the Trump administration’s 96th tariff policy which imposes port fees on Chinese ships.

Chinese ships that enter a US port will be slapped with the higher of a $50/ton (rising to $140/ton overtime) fee or $150/container fee. This policy was initially set to be more extreme, but public comments helped scale the fees back as to avoid crippling US port logistics.

The issue with this tariff is that it increases costs for everyone but fails to offer any solutions. Since the US has no capacity to build cargo ships (as military shipbuilding is the priority right now), shipyards are already overwhelmed and dysfunctional. So, the intention is to reduce reliance on China, but there’s no path to doing it…

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Transcript

Hey all. Peter Zeihan coming to you from Atlantic City and today we’re talking about something that actually happened a little bit back on April 17th. That’s when the U.S. Trade Representative Office announced the 96th tariff policy of the Trump administration in less than two months. Oh my God. And this one is on port fees. Specifically, any Chinese registered Chinese built Chinese operated vessel will now have a $50 charge per ton, ramping up by $30 a year until it hits under $140 a ton.Or, $150 per container, again ramping up over a few years. Whichever one is higher. 

This one is unique in that it was actually put out for a degree of public comment. And so people pointed out to the administration that there are no American ships. So, some of the more ridiculous versions of this, were rooted out originally was supposed to be like a million, a million and a half, maybe even 3 million per ship per visit. 

Which would have basically taken everything and concentrated it. So, well, China is the source of most of our manufactured goods. It’s not where they’re necessarily manufacturers, where they’re assembled. It, the manufacturer requires basically everyone in East Asia and China is the low man on the totem pole, but the largest one. So it’s where everything’s put together. 

And then it sails in finished form from Shanghai or Tianjin to, Los Angeles or Houston or New York or Savannah. If the old system have gone through, all of our secondary ports would have basically been starved and we would’ve just had endless traffic jams at the biggest one. So they decided to go with a weight slash volume version rather than just a flat fee, which make it a little less onerous. 

From a logistical point of view, anyway, there’s still some problems here because, it’s starting to interface with other problems the Trump administration experiencing. And that has to do with Defense Secretary Pete Hegseth, who is rapidly showing himself to be up there with RFK Jr to be the most unqualified, and, incompetent cabinet secretary in American political history. 

In the last two weeks, he’s basically fired everybody he brought in with him. And so in his office now, it’s just him. It’s wife, his brother, his lawyer, and that’s about it. And then, of course, Trump fired all of the deputy undersecretary, assistant secretaries and everybody and basically hasn’t replace him with anyone who knows what they’re doing. 

And so Pete says big breakthrough in the last few days has been to build a studio and an editing platform, within his office. So he can share videos of himself working out in the morning. Because that’s what we need to prepare for military readiness. Yeah. Anyway, bottom line is that one of the things the Trump administration says it wants to do, which I broadly agrees to build more military ships. 

Okay. Well, I take shipyards. And so basically, we’ve got an incompetent defense secretary managing a underfunded and unplanned shipbuilding program, which basically takes up every berth drydock that is available at every, shipyard the United States has of it’s being managed just completely incompetently. And so if you want to build a civilian cargo vessel, there’s no room and there won’t be for years. 

So step one, if you want to start mucking around with the ports, is to build more ships so that you have options. And just as with steel and aluminum construction and all the other tariffs, the Trump administration has failed to do that. So we if we want stuff at all, we have to now pay more for the stuff because of the tariffs and then pay more at the ports because of these new port fees. 

And there is no alternative for building an American equivalent, because the building blocks of what you need to industrialize still haven’t been done. And everything is just going to cost more for everyone. Yep. That’s it.

Playing Jenga with Maritime Shipping

Cargo ship with containers

In my books, I highlighted how even a minor, seemingly insignificant event could cripple global maritime shipping. Well, not only did one of those events just happen, three did. We’re talking about a Russian cargo ship sinking, Israel targeting the Houthis in Yemen, and Finland impounding a Russian ship.

A Russian cargo ship went down in the Mediterranean and some foul play could be involved. This ship was critical for Russia’s nuclear icebreaker fleet, as it carried equipment necessary for construction. This will delay (or even cancel) these construction timelines, which marks a significant blow to Russia’s merchant marine capabilities.

Israel expanded its operations against the Iranian-backed Houthis, with efforts to disrupt supply chains. This could even spill over into targeting ships transporting Iranian weapons.

Finland’s seizure of a Russian ship accused of severing subsea cables escalates tensions in the region. This ship was already under scrutiny for its unsafe condition, but its suspected involvement in sabotage activities was the final straw.

Global maritime shipping relies upon trust, insurance and the US securing the sea lanes. These three events that have unfolded in the past weeks are causing the pillars propping up maritime shipping to teeter. It’s only a matter of time before maritime shipping, and globalization along with it, come falling down.

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Here at Zeihan on Geopolitics, our chosen charity partner is MedShare. They provide emergency medical services to communities in need, with a very heavy emphasis on locations facing acute crises. Medshare operates right in the thick of it, so we can be sure that every cent of our donation is not simply going directly to where help is needed most, but our donations serve as a force multiplier for a system already in existence.

For those who would like to donate directly to MedShare or to learn more about their efforts, you can click this link.

Learn about medshare here

Transcript

Hey everybody. Peter Zeihan here. Coming to you from Wynona Bay. Just outside of Carmel Town in north east New Zealand. Doing a lot of little things have happened in the last 48 hours that are threatened to boil up into, something very significant. So let me go through the three items in our time together. First of all, the Russians had a cargo ship that sank in the Mediterranean. 

There’s some question as to whether sabotage was involved. What’s unique about this ship is, you know, the Russians don’t have much of a merchant marine at all. And this one was a roll off, roll on vehicle that can just accept vehicles from pretty much any sort of facility. Doesn’t even have to be a proper loading port or anything. 

There were also a couple construction cranes on board and a lot of specialty equipment for the Russian icebreaker fleet, most notably its nuclear fleet. Anyway, without this ship, the Russians are going to have a hard time moving things around the Mediterranean, where they’re in the process of evacuating their forces from Syria. And in the longer term, there, icebreaker, nuclear or icebreaker, which is under construction, which was supposed to be operational already has been pushed back to 2027 and 2030, probably will never be built because the Russians can’t build, the sort of specialty parts that were on board, one of which is something as simple as hatches. 

So we’re looking at the beginning of the end of the Russian merchant marine because they now can’t move the pieces around. Sanctions prevent them from moving or buying everything else that they need. Second, Benjamin Netanyahu, the prime minister of Israel, has announced the beginning of a much broader assault against the Houthis of Yemen. Now, the Houthis are a militant group, Islamic, that are sponsored by the Iranians. 

And the Iranians have basically been supplying them with weapons over the last 20 years. 

Yeah, it’s probably too much. It’s got 15 years, in order to destabilize all kinds of things in the country, because they see the Houthis as an eminently disposable ally or proxy, whatever the right word is. Because basically they’re a bunch of desert fighters who have never been able to hold anything together, completely incompetent at administration, and not very good at attacks either. 

But they know how to operate a chunk of equipment that flings a weapon. So they’ve been used to attack population centers and oil facilities in Saudi Arabia. They have been used to take out some things in Israel. They’ve engaged in some, like piracy, and they’re just generally a strategic nuisance. The countries in the neighborhood that have tried to quell them, most notably Saudi Arabia, have done bombing campaigns in the on again off against sponsorship of other sides in the ongoing Yemeni civil war. 

And but the terrain is very difficult. The Houthis are, if anything, persistent. And it has basically been impossible for anyone to bring Yemen to heel. And that is not something that this is the last ten, 15 years. That goes back centuries. It’s an unruly place with a difficult geography, and no one has really had a lot of fun operating there. 

I don’t think that, the Israelis will be successful in rooting out the who? These. Fabulous. Put that to the side right now. But, the Israelis have definitely demonstrated some interesting out-of-the-box thinking over the last few months, and in doing so, have participated in the destruction of Syria as a conventional power had destroyed Hezbollah in Lebanon. 

And, well, their operations in Gaza against Hamas, are let’s just call that complicated. Hamas is definitely in a box and cannot strategically expand at all. So to say that, success against the Houthis is impossible is, of course, ignoring recent history. I’m more concerned with how they would interrupt the flow of the weapons systems that they have a problem with, because the Houthis have been doing long range drones and missiles and talking to Israel directly. 

And to go after that sort of stuff, they would have to go after the ships that sail from Iran to supply the weapons systems. So that’s two third Finland just all over the place today. The Finns have, boarded and impounded the first ship of the Russian shadow fleet. One of the things we’ve been seeing over the last several months, really started about 18 months ago, but really accelerated recently is that the Russians have been either directly or through third parties, like the Chinese. 

Getting ships operating in the Baltic Sea to drag their anchors to sever subsea physical infrastructure, within the northern Baltic, specifically places that transmit data or electricity among Sweden, Finland, Estonia, Latvia, Lithuania, and the ship that they have now impounded is accused of basically dragging its anchors and severing five different cables in a short period of time. 

Now, in the past, what has happened is when the Russians have done this, they’ve done it to one at a time. They’ve done it through a third party vessel, most notably a Chinese vessel. And the ship has gone before anyone realized what was going on. But this time, two things have changed. Number one, the, all the Scandinavians, all the the Baltics, all the Nordics are more on to it. 

And they’ve been watching a lot more closely. And the Russian vessel, did several in short order. And the vessel itself is part of the Shadow fleet, which means it’s old. It’s rusty. Probably couldn’t pass a safety inspection in Guatemala, much less in Finland. And so the Finns were already watching it. And so when these cables got snapped one after another in a short period of time, they really had no doubt as to what was in play. 

Okay. That’s a lot. What’s going on here is we’re seeing a multi vector challenge to the naval order that allows international trade to happen. One of the things that we had in the world before World War two was unless you could provide naval security for your ships, you just didn’t sail somewhere. Or if you did, you did so without any insurance or confidence, that the ship could make it. 

It was very, very risky business. One of the many, many things that globalization has been very successful about is about making it so that anyone can sail anywhere at any time and interface with any partner to access any commodity or any product. And that has engendered not just global trade as we know it now, but the expansion of various economic sectors in a way that just simply wasn’t possible before. 

So, for example, today, over half of all internationally traded oil sales, long haul ships. And that means if you’re going from the Persian Gulf to the East Coast or Northeast Asia, wherever, you can do so without much fear that your cargo is going to be anything inopportune. And for that rare occurrence where something might go wrong, you can buy an insurance policy for your vessel and its cargo, which only costs about 1% of the cost of your ship every year. 

Quite affordable. Same thing for food production. Roughly a third of all food production globally is shipped in a similar manner, with a similar insurance for fishermen. And the very existence of a manufacturing sector in the world is courtesy of this sort of security set up. Because if you’re looking at something like, say, a stereo, you know, there’s roughly 400 parts in that thing. 

You’ve got 400 different producers for each part, some of which have their own supply chain stretching back several steps, and intermediate products are shuttled around. Well, especially in East Asia, almost all of that, well over 95% of that is done on the water. And none of this would be possible without a relatively peaceable international system. Well, now we’re seeing that system hit from a number of different angles. 

You’ve got the Russians who are basically turned much of the Black Sea to no go zone. You’ve got the Ukrainians who have started to go after Russian shipping in that space. We now have the Baltic states and the Nordic states, Scandinavian states, sorry. Most notably Finland, that have just impounded one of the ships that is taking advantage of that order in order to evade sanctions. 

And we now in the Middle East have a situation where the Israelis, on a little bit of a high after the fall of Hezbollah and the fall of Syria, are going after another strategic irritant, the Houthis, which means they have to go after the shipping in order to interrupt the weapons. All of this is happening at the same time. 

And one of the things I hit very hard in my, my last book, The End of the world, is just the beginning. Talking about the end of globalization is that the maritime order is based on trust. The trust that your ship will get there, the trust that the Americans will enforce the sea lanes, the trust that no one will challenge that. 

And all of that is now falling apart. And in the book, I mentioned that, you know, it doesn’t really matter, what it is that breaks the system of trust. I must admit, having Israel and the Houthis or the fins and the shadow fleet on the bingo card. Not specific things I predicted, but it doesn’t really matter what it is. 

Because as soon as states, for whatever reasons, have a vested interest in going after the system, the trust is broken and the insurance system can’t handle it. And that’s when we get a rapid fire breakdown in all types of shipping, because it’s no longer profitable or safe manufacturing is definitely the sector where we will feel it. First, in the United States, for most of the rest of the world, it’s going to be a race between energy and agriculture. 

So we are in the witching hour of this system right now. And based on how any of these issues unfold could get really rocky, really quick and never take your eyes off the Russians because they’ve just lost the ability to maintain their icebreaker fleet, which means the entire Arctic route is something that is no longer strategically viable for them. 

And if that is the case, then the Russians have a vested interest or may perceive that they have a vested interest in challenging parts of the system itself. We’ve been in this weird little holding pattern globally for the last decade, roughly where it wasn’t apparent that the Americans had the will, the interest or the ability to maintain the global order. 

And lots of countries that are American rivals started challenging the US and various points thinking that the future was the Americans will keep the world safe for everyone, but they can carve out whatever they want for themselves, and we’re about to see all of that blow up in everybody’s faces. The future on the other side of this, from my point of view, is pretty clear. 

You basically have regional powers that can guarantee regional security for the waves. And so you can have regional trade systems or national trade systems, but the days of long haul multi continental shipping that have dominated manufacturing, agriculture, 

And energy since 1950 were at the very end of that. And it’s going to be interesting to see whether it’s Finland or Israel or Russia that fires the shot that formally breaks the system. 

But these are just three examples of how easy it would be for this whole thing to come unwound. And we may very well see this before I get back from New Zealand. Yikes.

One Ship Inspection Could Unravel Global Maritime Shipping

Photo of a ship in a port in Helsinki, Finland

The Nordic nations are teasing a new initiative of inspecting ships leaving Russia’s St. Petersburg port for insurance and environmental compliance. This may seem insignificant, but it could disrupt shipping on a global scale.

Russia has relied on its shadow fleet (uninsured and aging tankers) to export oil after the sanctions began; this new initiative aims to curb Russian income and disrupt funds for the war in Ukraine. But what happens when one of these countries completes an inspection and decides to confiscate or detain one of these ships? We’re talking about uncharted maritime territory…and it could get messy very quickly as countries start to take maritime security and trade into their own hands.

A return to localized maritime security enforcement and controls won’t look the same everywhere. The Western Hemisphere and the Nordic countries will experience some shortages but be mostly fine. The Mediterranean’s future would rely on cooperation between Italy, France and Turkey. Places that are heavily reliant on energy and food imports (i.e. East Asia) could face economic collapse or famine.

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Transcript

Hey, everybody. Peter Zeihan here. Coming to you from the Tongariro Crossing in New Zealand. We finally got a break in the weather, just in time for the emerald pools, which are, you know, volcanic and super stinky. Anyway, on the 17th, 18th, of December, representatives from all the Nordic nations, plus Poland and Britain. So that’s, Norway, Sweden, Finland, Denmark, Estonia, Latvia, Lithuania, basically got together and said that they’re going to start checking ships that are coming out of Saint Petersburg port in the Baltic Sea, for things like insurance and compliance with environmental regulations. 

In order to disrupt the shuttle fleet, the shuttle fleet is how the Russians are getting their cruise to market since they canceled by pipeline, and they can’t use Western maritime insurance or navigation aids. They basically, have to get insurance from the Russian government, the Chinese government or the Indian government. And there’s a suspicion that no one is actually issuing policies that pieces are just sailing. 

They get out of the port, regardless of whether or not they have a policy. Not the Indians, the Chinese and the Russians have never actually paid out on one before. So if there was an accident, the idea is that there would be no one there to help pay for the cleanup. But more to point, the Shadow fleet is how the Russians get their money. 

They basically have uninsured or under-insured old aging tankers, that evade everything that the Europeans are trying to do to shut Russian oil out of their systems, and especially to deny, income to the Russians as they’re launching a war in Ukraine. Will it work? It all depends upon how the Nordics and the poles and the Brits decide to handle enforcement. 

So if a ship doesn’t have anything, what does that mean? You confiscate it, you take it into port. That would be getting into some very interesting territory, that it would be uncharted in the modern age. The whole idea of globalization as created by and then guaranteed by the United States since World War two, is that anyone can sail anywhere at any time. 

And you don’t necessarily have to have insurance, although that’s a really good idea. And if the Russians don’t have it, it’s then up to the Nordics to decide what to do. And if the ships are confiscated, because they don’t have something that is not technically illegal, or they haven’t complied with something that just someone said that they needed to do. 

We enter into a new phase of naval maritime transport. If if, if, if we go down that road that there’s no reason for any country really in the world to not take a ship that they like the look of or don’t like the look of unless they fear the consequences of whoever happens to own the ship or whoever happens to, have the ship registry. 

The registry is a joke. Those are countries like Guinea Bissau and Panama, basically places where you can basically file a web address for free, and officially register your ship if you’re going to replace the system with something that actually means something that has to be a country that has a navy that can actually protect the shipping and are only a handful of countries in the world that can even pretend to do that in a regional basis. 

And only one U.S. that could do it on a global basis. And since the United States does not dependent on international transport for most of its economic strength, it’s a stretch to think that the United States would do that unless it was paid a whole lot of money. And so if the Nordics do this, it is the end of the globalized system as we know it. 

Now, keep in mind that I think we’re going here anyway. There is too much shipping. There are too many powers or too many people wanting revisions, and the US has lost too much interest. And we’re probably going to a naval freefall in the not too distant future. I’m not saying that this is the trigger, but I think it’s time to start talking about what the next system looks like and what the consequences are. 

For the United States, if it happened today, it would hurt. Most of the naval shipments that come into the United States are large container ships carrying manufactured goods from Asia. So we’d have to get by without things like phones and computers and all that. The more valuable stuff eventually would be flown. But for all the bulk stuff, you know, your stereos, your cars, you’re going to be having some problems until that manufacturing capacity is rebuilt in North America, something we’re working on, something that is unlikely to be finished before the end of the decade. 

So, you know, timing matters here, too. For other countries, this would be an absolute disaster. Most of the countries of the world, especially in East Asia, import the vast majority of their energy and material inputs. Some of them are even dependent upon significant food inputs, or at least the inputs they need to grow their own food. 

So if this happened to China, for example, we would easily have a deindustrialization, or collapse, complete with famine in a very short period of time measured in months, not even years. 

What takes its place is probably regional groupings, where either the seas are safe or everyone’s on the same side, and agrees with the rules of the games are, that looks really good for the Western Hemisphere. 

That looks pretty good for the Scandinavian bucket. And in the Mediterranean might get a little dicey based on how relations between or among the Italians, the French and the Turks go. If they agree that they can, work together. That looks great. And if they can’t, You get two different mediterranean’s that shoot at one another, which, if you know your history has happened many, many, many, many, oh, so many times. 

So, I can’t wait until the first time that Sweden or Finland or Poland decide that a ship that’s sailing by their coast isn’t doing something right. I want to see what they do. This is one of those many things that could all fall apart in a day. If the stars are aligned. 

So stay tuned. This is probably not something you’re gonna have to wait for me to comment on, because if it does go down, a lot of things are going to break real soon.

Why I Don’t Care About the Fallen Bridge in Baltimore

At this point, we’ve all heard about the Francis Scott Key Bridge Collapsing in Baltimore on March 26. While it may seem like this should drastically impact American shipping, I’m really not worried about it…

Before this catastrophe, I was convinced that the Jones Act hadn’t done anything good for America. However, I can now say that the Jones Act has one redeeming quality – since cargo transport on American waterways has drastically fallen since the Jones Act was introduced, the fallout of this bridge collapse won’t be as bad as it could have been. That’s a positive, right?

In a world without the Jones Act, natural port systems like the Chesapeake Bay would be teeming with manufacturing and short-haul shipping. I’m not convinced the prevention of some immediate disruptions is worth utterly stifling economic growth, but hey, I’ll let the policymakers come to their own conclusions.

Prefer to read the transcript? Click here

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First, we look across the world and use our skill sets to identify where the needs are most acute. Second, we look for an institution with preexisting networks for both materials gathering and aid distribution. That way we know every cent of our donation is not simply going directly to where help is needed most, but our donations serve as a force multiplier for a system already in existence. Then we give what we can.

Today, our chosen charity is a group called Medshare, which provides emergency medical services to communities in need, with a very heavy emphasis on locations facing acute crises. Medshare operates right in the thick of it. Until future notice, every cent we earn from every book we sell in every format through every retailer is going to Medshare’s Ukraine fund.

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Our newsletters and videologues are not only free, they will always be free. We also will never share your contact information with anyone. All we ask is that if you find one of our releases in any way useful, that you make a donation to Medshare. Over one third of Ukraine’s pre-war population has either been forced from their homes, kidnapped and shipped to Russia, or is trying to survive in occupied lands. This is our way to help who we can. Please, join us.

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TranscripT

Hey, everybody. Peter Zeihan here, coming to you from Colorado. several of you have written into the Ask Peter forum asking why I haven’t had anything to say about the falling of the Francis Scott Key Bridge in Baltimore back on the 26th of March. the idea is, you know, this is controlling the mouth of the Chesapeake. And shouldn’t this be a big issue, considering how gung ho I am about water transport?

It’s about 1/12 the cost to move things by water that it takes to move them by truck. And so you would think that seeing an interruption in one of America’s greatest ports would be a problem. it should. It really should, but it’s not. So let me give you the backstory. first of all, the Chesapeake is the world’s greatest natural port system.

It has more miles of frontage that can be used for ports than any other part of the world, with the possible exception of the Texas coast. And even that’s a tight race. It’s in the Mid-Atlantic, so it’s the midpoint going north south on the American East coast. For the parts that are densely populated from roughly Atlanta all the way up to Boston.

And it has access to what used to be the national road through the Cumberland Gap, getting into the Ohio River Valley. So it should, should, should be a crossroads of the greatest manufacturing zone on the planet. it is not because of something called the Jones Act, which was a program passed in 1920 that was designed to keep jobs within the American system.

that says that any maritime vehicle, any ship, the transport, any goods, between any two American ports must be American built, owned, captained and crewed. And as a result of having that restriction on maritime transport, but not on truck transport or air transport or rail transport, people stopped using the river ways completely. And we’ve seen cargo on America’s waterways dropped by over 99% in the century since.

And so we’ve taken what is honestly the greatest natural gift that God could have possibly given to any culture and destroyed it. the United States has roughly 3000 miles of naturally navigable, interconnected waterways, and we hardly use them at all anymore. We certainly don’t use them with small ships. we should, should, should, should, should have thousands of tiny ships carrying a handful of containers here and there throughout the system, making our own multimodal manufacturing system that is the world’s most efficient.

Instead, we move half of our cargo by truck, which is the most expensive way to do it, which it shouldn’t work because we removed the cheapest way of doing it and then other stuff by rail. Well, because of this, our waterway networks, including the Chesapeake Bay, are barely used, and places like the Ohio River Valley and the Great Lakes system, which should be the busiest zones in the world, are barely used.

So we should have this rough pentagon of territory going from roughly Buffalo, New York, to Duluth, Minnesota, to Saint Louis, Missouri to Pittsburgh, and then with an arc going down to Baltimore that is the busiest section of waterways and the biggest manufacturing zone in the world. Instead, it’s the Rust Belt. there are many things that have caused the steel belt to become the Rust Belt, but I would argue that the Jones Act is the single biggest factor, because it raised the cost of transport among these systems and basically drove the business somewhere else.

So this should, the downing of the Francis Scott Key Bridge. This should be a really big deal. Instead, the only thing it does is interrupt a few cargo shipments coming in, container shipments, which can easily be rerouted to places like new Jersey or Savannah, as well as some internal, petroleum fuel distribution systems within the Chesapeake Bay itself so that these are non-issues.

But these are like minor rounding errors, considering how catastrophic of an event this should have been. if we had gone the other direction, we’d have an extra $10 trillion on the U.S. economy right now. Most of that in manufacturing, most of it in this zone. And then it would have been a very big deal. So I guess from a certain point of view, the Jones Act has saved us from problems by gutting our economic growth.

For the last century, the part of the United States that has suffered the most of those countries in the Midwest that border both the Great Lakes and the Ohio River Valley, so specifically Ohio and Indiana and Illinois, because these are the ones that should be at the heart of all of this, and they can’t participate in almost any of it.

A North Dakota Love Story: Agriculture and Railways

For all those with an aversion to woodchippers…today’s video is for you. That’s right, I’m in Fargo, North Dakota and we’re discussing the state’s agricultural prowess despite a lack of water access.

While most Midwest states rely on river systems for shipping, North Dakota has built an extremely robust rail system that facilitates the transportation of their agricultural products. These railways connect to both the Mississippi River and the Pacific Coast, which broadens and diversifies market access.

As impacts to global agricultural markets increase, the importance of North Dakota foodstuffs will only grow. However, the shale revolution has introduced some competition for rail space between the agriculture and energy industries, but that’s a story for another time.

Here at Zeihan On Geopolitics we select a single charity to sponsor. We have two criteria:

First, we look across the world and use our skill sets to identify where the needs are most acute. Second, we look for an institution with preexisting networks for both materials gathering and aid distribution. That way we know every cent of our donation is not simply going directly to where help is needed most, but our donations serve as a force multiplier for a system already in existence. Then we give what we can.

Today, our chosen charity is a group called Medshare, which provides emergency medical services to communities in need, with a very heavy emphasis on locations facing acute crises. Medshare operates right in the thick of it. Until future notice, every cent we earn from every book we sell in every format through every retailer is going to Medshare’s Ukraine fund.

And then there’s you.

Our newsletters and videologues are not only free, they will always be free. We also will never share your contact information with anyone. All we ask is that if you find one of our releases in any way useful, that you make a donation to Medshare. Over one third of Ukraine’s pre-war population has either been forced from their homes, kidnapped and shipped to Russia, or is trying to survive in occupied lands. This is our way to help who we can. Please, join us.

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Talks of the Trade with James Fraser & J.P. Morgan

I recently had the opportunity to sit down with J.P. Morgan Payments’ Global Head of Trade and Working Capital, James Fraser, for episode 2 of “Talks of the Trade.”

In this episode, we discussed how global markets and cross-border trade flows are vulnerable to geopolitical risks; these factors can have oversized impacts on costs, access to capital, and overall economic stability. We do a deep dive on a handful of these factors, including deglobalization, international tensions and crises, world financial markets, urbanization, manufacturing, and supply chain risks.

Click the link below to watch other episodes or to learn more about Trade and Working Capital at J.P. Morgan Payments…

Learn more

Here at Zeihan On Geopolitics we select a single charity to sponsor. We have two criteria:

First, we look across the world and use our skill sets to identify where the needs are most acute. Second, we look for an institution with preexisting networks for both materials gathering and aid distribution. That way we know every cent of our donation is not simply going directly to where help is needed most, but our donations serve as a force multiplier for a system already in existence. Then we give what we can.

Today, our chosen charity is a group called Medshare, which provides emergency medical services to communities in need, with a very heavy emphasis on locations facing acute crises. Medshare operates right in the thick of it. Until future notice, every cent we earn from every book we sell in every format through every retailer is going to Medshare’s Ukraine fund.

And then there’s you.

Our newsletters and videologues are not only free, they will always be free. We also will never share your contact information with anyone. All we ask is that if you find one of our releases in any way useful, that you make a donation to Medshare. Over one third of Ukraine’s pre-war population has either been forced from their homes, kidnapped and shipped to Russia, or is trying to survive in occupied lands. This is our way to help who we can. Please, join us.

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The Collapse of Global Maritime Shipping

Cargo ship with containers

No matter how much bubble wrap and caution tape we slap onto global maritime shipping, the industry has found itself in quite a predicament.

Despite the Ukraine War, a drought impacting the Panama Canal, Houthi attacks in Yemen, widespread piracy, and mounting geopolitical tensions in the South China Sea (yes, that is a lot of disruptions), the maritime shipping system has not cracked yet. However, it is very, very, very fragile.

The main thing propping up shipping in these more problematic regions is the emergence of ‘ghost fleets’ with alternative insurance policies. This insurance system is untested and unreliable, and as soon as one of the dominos falls, the entirety of the shipping system will follow.

The looming threat of a shipping collapse should terrify you. In case you need a supply chain refresher, manufacturing and global shipping is more interconnected than ever…so if the global shipping system fails, we’re in for a world of hurt.

Prefer to read the transcript? Click here

Here at Zeihan On Geopolitics we select a single charity to sponsor. We have two criteria:

First, we look across the world and use our skill sets to identify where the needs are most acute. Second, we look for an institution with preexisting networks for both materials gathering and aid distribution. That way we know every cent of our donation is not simply going directly to where help is needed most, but our donations serve as a force multiplier for a system already in existence. Then we give what we can.

Today, our chosen charity is a group called Medshare, which provides emergency medical services to communities in need, with a very heavy emphasis on locations facing acute crises. Medshare operates right in the thick of it. Until future notice, every cent we earn from every book we sell in every format through every retailer is going to Medshare’s Ukraine fund.

And then there’s you.

Our newsletters and videologues are not only free, they will always be free. We also will never share your contact information with anyone. All we ask is that if you find one of our releases in any way useful, that you make a donation to Medshare. Over one third of Ukraine’s pre-war population has either been forced from their homes, kidnapped and shipped to Russia, or is trying to survive in occupied lands. This is our way to help who we can. Please, join us.

Support medshare's ukraine fund
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TranscripT

Hey everybody. Peter Zeihan here. Coming to you from a chilly day in Delray Beach, Florida, while chilly for Florida. It’s like 50. Today we’re going to talk about what’s going on in the world of maritime shipping and why we should be thankful that nothing has gone horribly wrong yet and why we should count on that. Continuing. Just a quick recap of what’s gone down in just the last couple of months.

We’ve got Ukraine taking accurate potshots at Russian energy facilities on the Baltic Sea at a place called Ust-Luga and on the Black Sea, a place called to Tuapse. And they’re reviewing up for an overseas hit. Now we’ve got a drought in Panama, which, based on goose numbers you’re using and whether you’re going by value or tonnage, has reduced the throughput of the Panama Canal by somewhere between one third and two thirds.

We’ve got Houthis in Yemen who are taking potshots at pretty much every other vessel that happens to go by them, which has reduced shipping through the Red Sea by about 10% for energy and cargo. we’ve got fresh piracy in places like Somalia. This really gone away in places like the Gulf of Guinea or the Strait of Malacca.

And we’ve got the Chinese making ever louder noises about wanting to change the security environment in their own neighborhood, even as the Russians are actively making roughly two thirds of the Black Sea a no go zone. It’s a long list. It’s getting longer by the day. But, but, but, but, but, but to this point, there has not been a meaningful break in the old system.

A big part of that is because of the insurance structure where every vessel who’s sailing anywhere has to get some sort of policy to insure both their whole and their cargo. And while with the ever tightening sanctions on the Russians because of Ukraine or to this point, that system has not been broken. It has been denied Russian shipping.

But Indian, Chinese and Russian state companies have stepped in to offer policies. And so far, none of the ships that have had problems anywhere have been under one of those policies. So what has happened is we’ve got this dual system where we have the the normal world where the Americans and especially the Europeans are providing the insurance for most of the shipping.

When you’ve got this ghost fleet that’s developed, mostly older vessels that were about to be decommissioned, that have been brought back and given a new lease on life as second rate cargo haulers, especially for liquids where they have a Chinese Indian or Russian insurance policy. This ghost fleet, based on whose numbers you’re using, that may be as much as 10% of the global tanker fleet.

And there’s also a few brokers and maybe, maybe, maybe even a few container ships that are kind of joining its ranks now to anything that the Russians can do to keep things under the table from the point of view of global record keeping and shipping. Now, what that means is that the risk has been deferred and absorbed by this shadow organization that has kind of popped up.

We’re now in a situation where we’re kind of in a holding pattern where we’re kind of waiting for like a real actual disruption to happen. But so far, no real country has targeted any sort of shipping. It’s not like the Japanese and the Chinese have started trying to block each other. The U.S. is still using its naval power to patrol the oceans where it can, and the biggest beneficiary of that system is none other than China.

And we don’t have the Russians or NAITO deliberately targeting each other’s commercial shipping yet. In fact, everyone is very will be closely sticking to the old structures. They’re just kind of trying to maneuver their own ways to get national and regional advantages. Now, this isn’t going to be long for the world. This is a very unstable sort of equilibrium that we have reached in early 2024.

And the that this is crazy that goes fleet is the reason why it’s all still working. It’s kind of a testament to the strategic inertia of the system. But now the buffer, the ghost lead is something that is largely documented, largely under the table. And if one of these ships gets into trouble, it’s an open question of whether or not the U.S. Navy will step in to help.

All of these are unknowns, which means as soon as that happens, a ghost fleet ship gets into trouble or a real country starts taking shots at another country’s shipping. We don’t just lose that buffer. We lose all of the insulation that we’ve managed to build up in the last two years, and we get a very quick breakdown much faster than we would have otherwise.

Now, based on what happens geopolitically, this could all go any number of directions. If the United States decides to take a shot at what the Iranians are doing in the Gulf, you know, that obviously takes us one direction. The Chinese decide to do something in the South China Sea that takes us another. If Ukraine accidentally hits an actual third party vessel in some of its anti-Russian operations and goes another, if the Russians are bored and captured, somebody go into a Ukrainian forward that takes another.

We’re on the edge. There’s a lot of guns aimed at our heads right now. And it honestly from my normal point of view, it doesn’t really matter which way this goes. It all leads to the same in place where long range shipping is simply no longer viable and shipping in general through dangerous areas is simply no longer viable.

And the two biggest places in the world that benefit from the current system are, ironically, Russian sanctions busting oil exports, which have to sail all the way around Eurasia and Chinese merchant US exports, who have to do the same thing. Those are the longest haul plays out there, all going through dangerous zones. So when this cracks, we see those two things get hurt first, but they will be far from alone.

Remember, East Asia is home to half of all manufacturing supply chain steps. There is no version of manufacturing in the world, especially when it comes to things like computing and electronics, where it works without that setup. And that requires global shipping to be safe. So we need to be prepared for the not too distant future when all of this just stops working.

And we have to figure out a fundamentally new model that’s probably going to be more based on regional trade rather than global. Okay, that’s plenty for the day. Take care.