Hotter-Than-Expected Inflation Clouds Rate-Cut Outlook

US: Inflation eased again in January but came in above Wall Street’s expectations, clouding the Federal Reserve’s path to rate cuts and potentially giving the central bank breathing space to wait until the middle of the year.

The Labor Department reported Tuesday that consumer prices rose 3.1% in January from a year earlier, versus a December gain of 3.4%. That marked the lowest reading since June.

Still, the consumer-price index was higher than the predicted 2.9%, a disappointment for investors who hope the Fed will cut rates sooner rather than later. Rate cuts tend to help stock prices by boosting economic activity and reducing competition from bonds for investor dollars.

The release gave a nasty jolt to markets. Stocks fell sharply and bond yields rose. The Dow Jones Industrial Average slid more than 500 points, or about 1.4%, its worst one-day decline since March. For all three major U.S. stock indexes, it was their worst performance on a CPI release day since September 2022 , according to Dow Jones Market Data.

The yield on the 10-year Treasury note rose to 4.315%, bringing it to its highest level since the end of November.

Interest-rate futures, which before Tuesday’s report implied the central bank would probably begin cutting rates by its May meeting, now suggest a June start date is more likely.

Where the Fed could go from here

Investors’ belief that Fed cuts were imminent has helped fuel the rally in stocks. The Dow on Monday had hit its 12th record close of 2024.

But Tuesday’s inflation report underscores why Fed officials have been dismissive of such expectations. Some Fed officials have suggested that the pace of improvement over the past six months might overstate underlying progress in containing price pressures.

Officials have said they aren’t ready to entertain rate cuts at their next meeting, March 19-20, because they want to see more evidence that inflation is returning to their 2% target.

Fed Chair Jerome Powell has said officials want to see more evidence that inflation is returning to its 2% goal, which is measured against a separate gauge to be released later this month by the Commerce Department.

“It’s not that the data aren’t good enough. It’s that there’s really six months of data,” Powell said in an interview on “60 Minutes” earlier this month. “It doesn’t need to be better than what we’ve seen, or even as good. It just needs to be good.”

Core prices, which exclude food and energy items in an effort to better track inflation’s underlying trend, were up 3.9% in January. That was equal to December’s gain, which was the lowest since mid-2021.

From a month earlier, overall prices were up a seasonally adjusted 0.3%, and core prices were up 0.4%—larger gains than economists expected.

Two measures of inflation

The Fed’s preferred measure of inflation has been running cooler than the Labor Department’s, and analysts said that could continue in January. The figures released Tuesday calculate medical care and airfares differently, and those categories were especially strong in January. The Labor Department’s measure also puts a much higher weight on shelter costs, which for both owners and renters are derived from rents. Shelter costs accounted for 0.23 percentage point of the monthly gain in overall prices in January. Shelter costs were up 0.6% month over month.

Some Fed officials have said they are looking for evidence that a slowdown in price pressures is broadening beyond goods such as used cars, which have seen prices decline over the past year. Tuesday’s figure showed the opposite: Price declines accelerated for goods while price increases accelerated for services.

And prices are still far above where they were before the pandemic—especially for items that most Americans buy often, like groceries.

The sting of those past price increases might be part of why so many Americans remain down on the economy . An analysis conducted by Goldman Sachs economists suggests that frustration with high price levels might have contributed to low confidence readings that persisted in the early 1980s even after inflation had slipped sharply.

“It does seem like it takes a while for confidence to recover, in part because people are focused on levels rather than changes,” said Goldman chief economist Jan Hatzius .

The Labor Department’s measure of overall consumer prices was up 19.6% this January from four years earlier, just before the pandemic hit. In contrast, prices were up 8.9% in the four years ended January 2020.

Economists generally expect inflation to cool this year, though they caution the process could be bumpy. Cooling prices for newly signed leases, for example, should eventually translate into lower shelter costs.

“I can tell inflation has gotten better,” said Mike Poore, of Henderson, Ky. “That’s definitely a good thing. It’s a shame it’s not happening quicker.”

The high cost of groceries

A Bank of America Institute analysis of customer data found households tended to make far more transactions a month for food and drinks at restaurants and bars, for groceries and for gasoline than they do for other items. Labor Department figures show that prices in all three of those frequent-transaction categories are higher, relative to before the pandemic, than prices overall.

Research from University of California, Berkeley economist Ulrike Malmendier and three co-authors found that prices for items that people buy more often play an outsize role in framing their inflation expectations. “In terms of what gets ingrained in people’s brains, it’s stuff that they purchase frequently,” she said.

Other research Malmendier has conducted examines the scarring effects of inflation episodes , which can have persistent, and potentially costly, effects on people’s financial decisions. She is heartened by the fact that inflation has retreated relatively quickly from the 9.1% it hit in June 2022 —a contrast to the experience of the late 1970s and early 1980s, when inflation remained elevated for years.

“I’m a little less worried about long-lasting effects than I was in 2022,” she said.

Note: Usual Northern Sea Route shown for illustrative purposes Source: Sea Legend Daniel Kiss/WSJ

Shipping cargo through an Arctic shortcut never made economic sense—until now.

Climate change and war in the Middle East are flipping the math that previously kept ships plying longer routes from Asia to Europe. A Chinese company on Saturday is starting the first regular cargo service to Europe through Arctic waters, seeking to reap the benefits of quicker travel time and less fuel use.

The shipper Sea Legend will dispatch the Dubai Tower from Ningbo, China, to Felixstowe in the U.K. on what it calls the Arctic Express, following a route along Russia’s north coast. The voyage by the vessel, which is capable of carrying 1,740 20-foot containers, is the biggest commercial step in the Arctic since a Maersk containership first completed the route in 2018.

Global warming is a big factor behind the new route, but it is not the only one. Nearly half the Arctic region’s summer ice—an area four times the size of Texas—has melted over five decades, clearing a fairly reliable path in the summer months. Meanwhile, high oil prices and attacks by Houthi rebels in the Red Sea have made the traditional routes costlier and more dangerous.

Members of China's 16th Arctic Ocean scientific expedition team take selfies on the ice surface. — Members of a Chinese scientific expedition team on surface ice in the Arctic Ocean this week. Wen Jinghua/Xinhua/ZUMA Press

Beyond that, Beijing has ambitions to play a role in the Arctic’s future, lending a geopolitical dimension to the Chinese company’s shipping route.

Last year Sea Legend completed a trial run from Asia to Europe in a record 20 days. That is roughly half the time of a voyage via Africa’s Cape of Good Hope that many carriers now take because of the Red Sea uncertainty.

Fuel accounts for 70% or more of the costs while at sea, said Alan Murphy, a former Maersk analyst who runs research firm Sea-Intelligence.

Saving fuel by shortening the journey doesn’t automatically make a route profitable. Insurance premiums for the Arctic are 40% higher than the Cape of Good Hope route, said Jonathan Steenberg, an economist at credit insurer Coface. Sea Legend’s Arctic vessels are relatively small. And even after warming, an icebreaker is still sometimes needed to help the cargo ship.

But if the ship can go without an icebreaker, Coface said the Arctic route is now cheaper than a Cape of Good Hope voyage in some circumstances. It estimated that at current oil prices of around $90, the cost of shipping liquid bulk such as liquefied natural gas could drop roughly 33% compared with the Cape of Good Hope route, while dry bulk goods such as cereals would cost about 8% less.

The container ship Istanbul Bridge being unloaded by large blue and red cranes at the port of Gdansk. — A containership operated by Sea Legend in the port of Gdansk, Poland. jackowski/epa/Shutterstock

The route is only passable in the summer and fall. Sea Legend plans eight voyages between August and late October, before conditions get too icy.

“It’s not the Suez Canal but it’s a significant number for the Arctic. It shows there is potential,” said Malte Humpert, founder of the U.S.-based Arctic Institute and author of a book on Chinese shipping in the Arctic.

Even in summer, ships have to navigate around dangerous ice floes and deal with rapidly changing weather. By the end of the shipping season in October, the sky is dark most of the time.

A Russian tanker suffered serious damage to its hull while sailing along the Arctic route despite being assisted by an icebreaker, its insurer, AlfaStrakhovanie, said Thursday, adding that it paid out roughly $650,000.

Coface estimates 3.5% of trade among East Asia, Europe and North America will be able to use Arctic routes within the next five years, representing $64 billion in goods.

Last summer, a record 23 cargo ships transited the Northern Sea Route, which hugs Russia’s north coast. That is tiny compared with the Suez Canal, where more than 30 ships transited daily.

Western companies that want to follow in Sea Legend’s path have to navigate treacherous politics. Russia claims sovereignty over the entire Northern Sea Route and permits for ship traffic are issued by its state-controlled nuclear operator, Rosatom.

Aerial view of a port with many cargo ships, red cranes, and rows of stacked shipping containers. — The Dubai Tower’s route will begin in the Chinese port of Ningbo. Huang Zongzhi/ZUMA Press

“Western companies are in a tricky position,” said Humpert of the Arctic Institute. “At what point do they jump back in the water? When does it become economically necessary, and how do you weigh that against environmental risks and the political dimension?”

An alternative Arctic route, the Northwest Passage that connects the Atlantic and Pacific oceans via the Canadian Arctic, is less passable because it is dominated by narrow waterways where ice gets bunched up. The highest number of cargo ships completing the passage in a year was 13, in 2023.

China has declared itself a near-Arctic state despite not having access to Arctic waters. It depends on Russia’s goodwill to use the Northern Sea Route.

“Beijing is concerned that if they don’t establish a significant strategic presence in the Arctic now, it’s going to be more difficult in the future,” said Marc Lanteigne, expert in polar geopolitics at the Arctic University of Norway in Tromsø. However, he said, “China needs to be careful not to give the impression that they are trying to challenge the strategic order in the Arctic.”

Sea Legend didn’t respond to requests for comment.

Any polar venture contributes to China’s quest to master Arctic travel. The country also has three icebreakers and a support vessel currently on a monthslong scientific expedition north of Greenland. Scientific and commercial voyages can yield data about natural resources awaiting below melting ice caps and information for positioning nuclear-armed submarines.

Hotter-Than-Expected Inflation Clouds Rate-Cut Outlook

Where the Fed could go from here

Two measures of inflation

The high cost of groceries

China is launching the first regular Arctic cargo route to Europe, offering faster journeys and lower fuel costs as melting ice and Red Sea risks reshape global shipping.