Frozen Ports in Long Beach, Singapore Mean Bleak 2010 http://www.bloomberg.com/apps/news?pid=20601109&sid=avcTZKlpHRqw&refer=home By Michael Janofsky and Mark Drajem Dec. 23 (Bloomberg) -- Chris Lytle, chief operating officer of the port of Long Beach, California, took in a panorama of the slumping world economy from his rooftop observation deck one day this month. Shipping cranes stood still, truck traffic trickled and a cargo vessel sat idle, moored to a pier. âYou never see that,â Lytle said. âItâs quiet. Too quiet.â Port traffic has slowed from North America to Europe and Asia as a recession erodes consumer demand and the credit crisis chokes off loans to export-dependent companies. International trade is set to fall by more than 2 percent next year, the most since the World Bank began measuring it in 1971. Idle ports around the globe are showing how quickly a collapse in trade can spread, undermining growth in each country it reaches. September and October are typically Long Beachâs busiest months as U.S. retailers take deliveries for holiday sales. This year, imports fell 15.8 percent from a year earlier in September, 9.5 percent in October and 13.6 percent in November. âEverybody expects 2009 to be a bleak year,â said Jim McKenna, chief executive officer of the Pacific Maritime Association, a San Francisco-based group representing dock employers at U.S. West Coast ports. âNow, it looks like 2010 is going to be just as bleak.â Stockpiles Coal is piling up at the Mozambique port of Maputo. Brazilâs exports of cars, household appliances, machinery and furniture fell in November from a year earlier. The port in Singapore, the worldâs busiest for containers, posted its first month-over-month decline in seven years in November, at 1.5 percent. Shipments to the port of Rotterdam, Europeâs largest, are likely to remain stagnant this year compared with 2007, said Jan Westerhoud, chief executive officer of Europe Container Terminals BV, the largest handler at the facility. âThe problem is that people canât get financing, no matter what their credit situation,â said Ed Rice, president of the Coalition for Employment through Exports, which represents companies such as Boeing Co., Caterpillar Inc., United Parcel Service Inc. and BNP Paribas SA. âBanks are cancelling credit lines even for creditworthy customers.â Shipping Rates Fall The Baltic Dry Index, a measure of shipping costs for commodities, is down 93 percent from a record in May, a sign that traders expect export volumes to stay depressed. Slowing trade is both a cause and an effect of the first simultaneous contraction in the worldâs largest economies since World War II. Throughout this decade, trade grew by 12 percent a year to $13.6 trillion in 2007, propelling growth in nations from Germany to China and Chile. Now the evaporation of financing and collapse in demand threaten an activity that accounts for a quarter of the $54 trillion global economy. âWe are having this dramatic reversal,â said Michael Finger, a trade economist in Geneva since the early 1970s. âIâm a long time in this business, but this is unique.â Governments and international lenders are stepping in to fill the gap. China and the U.S. pledged $20 billion to aid their exporters. The World Bank tripled funding for banks helping emerging-market companies to sell abroad, to $3 billion. South Korea pledged $16 billion for its exporters after banks there couldnât secure international credit lines for them. Stepped-Up Credit âWe are going to step up and provide credit to our exporters,â said Jeff Abramson, the U.S. Export-Import Bankâs executive vice president, in an interview. Without export finance, âthe credit crisis can impact the real economy.â In Germany, the worldâs top exporter, trade abroad slipped 0.5 percent in October, the fourth drop in six months. In China, exports fell 2.2 percent in November, which was the first monthly decline in seven years. They decreased a record 26.7 percent in Japan last month from a year earlier. U.S. shipments fell 2.2 percent in October to the lowest level in seven months. The banking crisis means access to trade credit is becoming scarce too. In recent months trade financing costs soared to more than six times pre-crisis levels, according to a Nov. 18 report by HSBC Holdings Plc. âYou take it for granted until it blows up,â said Bernard Hoekman, trade economist at the World Bank, in an interview. âNow itâs blowing up.â Exporters worldwide are short $25 billion in trade financing that either isnât available or costs too much, according to Pascal Lamy, the head of the World Trade Organization. âDeterioratedâ âThe market for trade finance has severely deteriorated over the last six months, and particularly since September,â he said at a conference last month in Geneva. Trade credit insurance, which protects sellers against losses and typically covers as much as 40 percent of trade in Europe and 5 percent in the U.S., is also harder to get. Atradius NV, an Amsterdam-based insurer that covers about a third of global trade receivables, is raising prices by as much as 50 percent and reducing coverage on thousands of companies. That includes 12,000 in the U.K. and all the suppliers to the biggest U.S. automakers -- General Motors Corp., Ford Motor Co. and Chrysler LLC, owned by Cerberus Capital Management LP. West Coast Ports âWeâve taken a hard look at 50 percent of our coverage and changed our action on about half of it,â said Brett Halsey, the Baltimore-based director for Atradiusâs contracts with U.S. companies. At the adjacent ports of Long Beach and Los Angeles, together the largest in the U.S., trade has slowed about 10 percent this year, a record drop. In 2007, volumes slid for the first time in more than a quarter century. One 140-acre tract at Long Beach is filled with more than 25,000 new Toyotas that dealers canât sell. Toyota Motor Corp., the worldâs second-largest automaker, yesterday forecast its first operating loss in 71 years on weak demand. Nearby, scrap metal meant for export to Asia piles up behind a fence. From the observation deck, Lytle pointed to piles of empty containers stacked four high and numbering in the thousands. Some of the dockside cranes âhavenât turned a wheel in months,â he said. -- With reporting by Alaric Nightingale in London and Diana Kinch in Rio de Janeiro. Editors: Steve Bailey, David Ellis.