The BNP's bid to march in Woolwich shows its desperation

Having once implored BNP members to avoid marches, Griffin is losing a race to the bottom.

A quarter of an hour before the Metropolitan Police announced they were “preventing” the British National Party's (BNP) proposed march through Woolwich, south east London, tomorrow, Nick Griffin bullishly told his Twitter followers that he was “taking over negotiations with them [the police] directly.”

Griffin’s proposed six mile march across south east London from Woolwich to Lewisham is now, instead, a proposed 170 yard shuffle in Westminster, fourteen miles away from the scene of the murder of Drummer Lee Rigby.

This is not what Griffin wanted. BNP insiders say he was forced into a corner during the week. He’s developed a habit for rash statements, no more rash than the initial statement of intent to march in Woolwich. It’s been a long time since the BNP marched anywhere in London. Marching was one of the very things that Griffin implored the membership, when he campaigned for the leadership, to eschew. It was always unsightly and marches always ended in violence.

Griffin however, has little choice. The English Defence League (EDL) are proving more effective in filling the streets with far-right revenge and rage over Drummer Rigby’s awful murder. Griffin had originally hoped that the numerically superior weight of the EDL would support and bulk up the march. When it became apparent that the EDL would not support Griffin’s march, the party’s rumour mill began talking of a secret climb-down. London BNP members, what few there are left of them, secretly called it a “Death march”, while in the north of the country the party kept telling their activists that the march was definitely on and that white Londoners would flock to Woolwich to support the BNP’s call to deport “hate preachers”.

It’s most unlikely, given the tensions in the area, that the BNP was ever going to be allowed to march in Woolwich. Certainly not all of the way to Lewisham. Still, Griffin was made to sweat on the Met’s decision until late on Thursday afternoon. Being moved to Whitehall is a slap in the face for the BNP. The EDL were there themselves only a week before, and even the National Front has managed to march in Woolwich twice in the last ten years.

Some BNP members in London had been suggesting that they actually be able to negotiate a move of the march to the “white corridors” of south east London, places like Eltham in south east London, or either Bromley or Bexley on the Kent borders. Whether Griffin ever put those suggestions to the police, we will probably never know. Once the EDL decided to not join him on his march, he’s had no choice but to sweat it out and present himself as some kind of free speech martyr instead.

Feeling more than a bit rejuvenated, the EDL leadership has been keen to make Griffin suffer for a year of his continual attacks on them. Instead of backing the BNP’s march, EDL wreath-layings will take place around the country. Over 50 are planned at the last count.

Griffin was insisting last night that the march will still go ahead in Woolwich, not in Whitehall. Demanding that people ignore the police, Griffin’s facing another of his world famous self-inflicted great tests of his leadership. Claiming that the police were threatening to arrest him if he pursued his “determination to draw attention to mosque knife terror training”, he was still demanding, begging, for people to now break the law and join him in Woolwich.

Nick Lowles, chief executive of anti-fascist group Hope Not Hate described Griffin as both “desperate and foolish”. “He’s talked himself into this position out of hatred and egotism. He’s losing a race to the bottom.”

Last night, in sheer desperation, Griffin called upon the EDL’s leader Stephen Lennon to join him in getting arrested on Saturday. It’s unlikely that Lennon will bother.

Matthew Collins is a researcher for Hope Not Hate and author of Hate: My Life in the British Far Right (Biteback Books)

BNP leader Nick Griffin arrives to lay flowers close to the scene where Drummer Lee Rigby was killed in Woolwich, London. Photograph: Getty Images.

Matthew Collins is a researcher for Hope Not Hate and author of Hate: My Life in the British Far Right (Biteback Books).

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The global shipping slowdown hints at a recession around the corner

Instability in China and tumbling commodity prices have devastated the world’s freight providers – a strong indicator of trouble to come.

This is beginning to have the feel of 2008 all over again. Policy makers around the world are in denial once again as global stock markets dive. In 2008, the slowing of the world's biggest economy – the US – sent the global economy into a tailspin. The concern now is that the slowing of the second-largest economy, China, may well have similar global effects. Chinese growth, which averaged 10 per cent for three decades through to 2010, has decelerated for five straight years and in 2015 slowed to 6.9 per cent, its lowest rate in a quarter of a century. The IMF is forecasting that Chinese growth will slow further to 6.3 per cent in 2016 and 6 per cent in 2017, which may well be overly optimistic. There is already speculation that China’s banking system may see losses even larger than those suffered by US banks during the last crisis.

The bad news from China appears to have already spread to the US, which has seen GDP growth slowing sharply in the last quarter of 2015. US industrial production and core retail sales are both falling, and there have been marked contractions in core capital goods shipments and private non-residential construction. Business fixed investment declined nearly 2 per cent last quarter. Despite the bad news, last week Federal Reserve chair Janet Yellen astonishingly claimed that “the US economy is in many ways close to normal”. By contrast, Ruslan Bikbov from Bank of America Merrill Lynch calculates that there is a 64 per cent probability the US is already in recession. My expectation is the next move by the Fed will be to cut rates.

Company profits are tumbling as commodity and oil prices decline. BP reported a $3.3bn fourth-quarter loss last year while Exxon Mobil reported a 58 per cent fall in its quarterly profit. It isn’t just oil companies. Last week, Rio Tinto – the world's second biggest mining company – reported profits down 51 per cent after commodity prices collapsed amid slowing growth from China. Company profits are also suffering due to a big decline in the amount of freight being moved, especially to and from China. Moeller-Maersk, the Danish conglomerate and the world’s biggest container-ship operator by capacity, last week reported a fourth-quarter net loss of $2.51bn.  

DP World, one of the world’s biggest port operators, also says that global volume has slowed sharply. It reported that volumes at its ports rose by 2.4 per cent last year, compared with 8 per cent growth in 2014. Data provider Container Trades Statistics said this week that Asia-to-Europe trade fell nearly 4 per cent last year. Freight rates in 2015 averaged $620 per container on the Asia-to-Europe trade route. Typically, ship operators need more than $1,000 to break even. In February, the cost of moving a container from Shanghai to Rotterdam fell to $431, barely covering fuel costs. Figures released by the Shanghai Shipping Exchange show that the country’s 20 largest container ports grew by 3.7 per cent over 2014, compared to 5.5 per cent the previous year. The Hong Kong Port Development Council reported that throughput at the port of Hong Kong fell by 9.5 per cent in 2015.  

The Baltic Dry Index (BDIY) – an index of the price for shipping dry goods such as iron ore and coal (oil is wet) as shown in the chart below – is at a record low of 290. It is down 75 per cent since its recent peak in 2015 and down 98 per cent from its peak of 11,793 points in May 2008. The collapse to 772 by 5 September 2008 (a week before Lehman Brothers failed) presaged the global recession and it is falling again. Capesize vessels, which are too big to get through the Suez or Panama canals, had an average daily hire last week of $1,484, compared with a peak of $233,988 in June 2008. Even though there is an oversupply of ships, global demand is collapsing.

The International Air Transport Association (IATA) released figures for global air freight, showing cargo volumes expanded 2.2 per cent in 2015 compared to 2014. This was a slower pace of growth than the 5 per cent recorded in 2014. This weakness apparently reflects sluggish trade growth in Europe and Asia-Pacific. “2015 was another very difficult year for air cargo,” said Tony Tyler, IATA’s Director General and CEO. “Growth has slowed and revenue is falling. In 2011 air cargo revenue peaked at $67bn. In 2016 we are not expecting revenue to exceed $51bn.”

The current contraction in rail freight is apparently reminiscent of the drop that started at the end of 2008 and carried on into 2009. China's rail freight volumes fell by a significant amount last year. According to the National Development and Reform Commission (NDRC), volumes fell by 11.9 per cent, a further increase on the 2014 slowdown, when traffic declined by 3.9 per cent.

In the western US farm belt, grain trains are so abundant you can’t give one away. Since the middle of last March, carloads of agricultural products, chemicals, coal, metals, autos and other goods have declined every week. Shipments of US coal, the biggest commodity moved by rail, declined 12 per cent in 2015, according to the Association of American Railroads. The cost of carrying spring wheat from North Dakota to the Pacific coast has dropped by a third in the past two years. In early 2014, grain companies with a train to spare could command $6,000 per car above the official railway tariff, traders say. Today, to avoid hefty contract cancellation fees, they are paying others to use their unwanted trains.

Manufacturing output in the UK fell for each of the last three months and is down 1.7 per cent over the year. The overly optimistic Monetary Policy Committee is forecasting GDP growth of 2.2 per cent (2.4 per cent) in 2016; 2.4 per cent (2.5 per cent) in 2017 and 2.5 per cent (2.4 per cent) in 2018 (the latest, broadly similar, OBR forecasts in parentheses).

So all is well then? Probably not. Mark Carney has run out of ammunition with the Bank Rate at 0.5 per cent, compared with 5.5 per cent in 2008, and has little room to manoeuvre. Negative rates and more quantitative easing, here we come. George Osborne has never explained what he would have done differently in 2008 – his plans for a budget surplus are already in disarray as the economy slows. I am not saying a recession is going to happen any time soon, but it well might.

David Blanchflower is economics editor of the New Statesman and professor of economics at Dartmouth College, New Hampshire