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    Inflation Sped up in October, Economists Expect

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    White House officials have embraced a key talking point as a bout of high inflation hits consumers and hands Republicans ammunition to argue against President Biden’s policies: Price gains may be faster than usual, but at least they are slowing down from rapid summertime readings.Data to be released on Wednesday is likely to eliminate that shred of comfort.Consumer price inflation probably picked up to 0.6 percent last month from September, a Labor Department report is expected to show, faster than the prior month’s increase of 0.4 percent and the fastest pace since June. Even so-called core price gains, which strip out products like food and fuel, are expected to accelerate.Those big October gains will mean that prices overall have climbed by 5.9 percent over the past 12 months, with the core index up 4.3 percent, based on the median estimate in a Bloomberg survey of economists.Those inflation rates would be far faster than the 2 percent annual gains the Federal Reserve, which has primary responsibility for maintaining price stability, aims for on average over time. While the Fed sets its goal using a separate measure of inflation — the Personal Consumption Expenditures index — that too has picked up sharply this year. The C.P.I. reports come out faster, and help to feed into the Fed’s favored gauge, so they are closely watched by economists and Wall Street investors.Administration officials and Fed policymakers alike have spent months emphasizing that inflation, while high, is likely to fade. But they have had to revise how quickly that might happen: Supply chains remain badly snarled, and demand for goods is holding up and helping to fuel higher prices. As wages begin to rise in many sectors amid labor shortages, there are reasons to expect that some employers might charge their customers more to cover climbing worker costs.“It is now clear that this process will take longer than initially expected, and the inflation overshoot will likely get worse before it gets better,” Goldman Sachs economists wrote in a research analysis this week.Inflation Is High. Will It Go Higher? Price gains have rocketed up in 2021, and though gains had begun to moderate somewhat, October data could mark a turnaround in the trend.

    Source: Bureau of Labor StatisticsBy The New York TimesThe factors that probably pushed up inflation in October were varied: Used and new car shortages have sent prices skyrocketing, supply chain issues have made furniture costlier, labor shortages are raising service-industry price tags, and rents are rising after a weak 2020. In the headline data, food and fuel prices have picked up sharply.It is difficult to predict when those trends might moderate. Many of them are intertwined with the reopening of businesses from state and local lockdowns meant to contain the coronavirus, and the economy has never gone through such a widespread shutdown and restart before.But policymakers have become increasingly wary that price gains that are too quick for comfort might linger. While they were willing to overlook a burst of temporary inflation, long-lasting gains would be more of a problem, potentially spurring the Fed to raise interest rates to cool off demand and contain price pressures.There are some worrying signs. Consumers have been increasing their expectations for future price gains. Households expecting to face climbing grocery, department store and gas bills might demand pay raises — setting off an upward cycle in which wages and prices push one another ever higher.Understand the Supply Chain CrisisCard 1 of 5Covid’s impact on the supply chain continues. More

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    The Biggest Kink in America’s Supply Chain: Not Enough Truckers

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    WASHINGTON — Facing more than $50,000 in student debt, Michael Gary dropped out of college and took a truck driving job in 2012. It paid the bills, he said, and he could reduce his expenses if he lived mostly out of a truck.But over the years, the job strained his relationships. He was away from home for weeks at a time and could not prioritize his health: It took more than three years to schedule an optometry appointment, which he kept canceling because of his irregular work hours. He quit on Oct. 6.“I had no personal life outside of driving a truck,” said Mr. Gary, 58, a resident of Vancouver, Wash. “I finally had enough.”Truck drivers have been in short supply for years, but a wave of retirements combined with those simply quitting for less stressful jobs is exacerbating the supply chain crisis in the United States, leading to empty store shelves, panicked holiday shoppers and congestion at ports. Warehouses around the country are overflowing with products, and delivery times have stretched to months from days or weeks for many goods.A report released last month by the American Trucking Associations estimated that the industry is short 80,000 drivers, a record number, and one the association said could double by 2030 as more retire.Supply-chain problems stem from a number of factors, including an extraordinary surge in demand for goods and factory shutdowns abroad. But the situation has been compounded by a shortage of truckers and deteriorating conditions across the transportation sector, which have made it even harder for consumers to get the things they want when they want them.The phenomenon is rippling across the economy, weighing on growth, pushing up prices for consumers and depressing President Biden’s approval rating. But the White House has struggled with how to respond.On Tuesday, it announced a series of steps aimed at alleviating supply-chain problems, such as allowing ports to redirect other federal funds to efforts to ease backlogs. As part of the plan, the Port of Savannah could reallocate more than $8 million to convert existing inland facilities into five pop-up container yards in Georgia and North Carolina to help ships offload cargo more quickly.That followed an announcement by Mr. Biden last month that major ports and private companies would begin moving toward 24-hour operation in an effort to ease the gridlock. But early results suggest that trucking remains a major bottleneck in that effort, compounding congestion at the ports.The directors of the ports of Los Angeles and Long Beach said that, at least initially, few additional truckers were showing up to take advantage of the extended hours.Gene Seroka, the executive director of the Port of Los Angeles, said his port had told the White House in July that about 30 percent of the port’s appointments for truckers went unused every day, largely because of shortages of drivers, the chassis they use to pull the loads and warehouse workers to unload items from trucks.“Here in the port complex, with all this cargo, we need more drivers,” Mr. Seroka said.The $1 trillion infrastructure bill that the House passed last week could help mitigate the shortage. The legislation includes a three-year pilot apprenticeship program that would allow commercial truck drivers as young as 18 to drive across state lines. In most states, people under 21 can receive a commercial driver’s license, but federal regulations restrict them from driving interstate routes.But industry experts said the program was unlikely to fix the immediate problem, given that it could take months to get underway and the fact that many people simply do not want to drive trucks.Mr. Biden said last month that he would consider deploying the National Guard to alleviate the trucker shortage, although a White House official said the administration was not actively pursuing the move.Meera Joshi, the deputy administrator of the Federal Motor Carrier Safety Administration, said the agency had focused on easing the process of obtaining a commercial driver’s license after states cut back licensing operations during the coronavirus pandemic. The agency has also extended the hours that certain drivers can work. “They are the absolute backbone of a big part of our supply chain,” Pete Buttigieg, the transportation secretary, said about truckers at a White House briefing on Monday. “We need to respect and, in my view, compensate them better than we have.”The shortage has alarmed trucking companies, which say there are not enough young people to replace those aging out of the work force. The stereotypes attached with the job, the isolating lifestyle and younger generations’ focus on pursuing four-year college degrees have made it difficult to entice drivers. Trucking companies have also struggled to retain workers: Turnover rates have reached as high as 90 percent for large carriers.In response, the companies have raised their wages. The average weekly earnings for long-distance drivers have increased about 21 percent since the start of 2019, according to the Bureau of Labor Statistics. Last year, commercial truck drivers had a median wage of $47,130.On any given day this summer, dozens of container ships waited outside the ports of Los Angeles and Long Beach to unload their cargo.Stella Kalinina for The New York TimesThe Port of Los Angeles. Trucking remains a major bottleneck in the effort to reduce congestion at U.S. ports.Stella Kalinina for The New York TimesTo pay for those increases, trucking companies are raising their rates. Jon Gold, the vice president of supply chain and customs policy at the National Retail Federation, said the driver shortage has contributed to steeper costs for retailers, which are trickling down to consumers and pushing up some of the prices at stores.“We are seeing cost increases at every step of the way in the transportation supply chain,” Mr. Gold said. “From ocean to truck to rail, costs are increasing.”Derek J. Leathers, the president and chief executive of Werner Enterprises in Omaha, which employs about 9,500 drivers, said its services cost about 15 percent more than prepandemic levels as driver salaries and equipment costs have climbed.The company is trying to hire about 700 truck drivers — up from about 300 before the pandemic — after demand swelled and retirements left the company short on workers. It has increased driver compensation by about 20 percent since the start of 2020 and expanded the number of driving academies it operates.“I’ve been in the business for over 30 years,” Mr. Leathers said. “I definitely think this is the tightest driver market I’ve seen in my career.”Understand the Supply Chain CrisisCard 1 of 5Covid’s impact on the supply chain continues. More

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    Chip Shortage Creates New Power Players

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    SAN FRANCISCO — Since 1989, Microchip Technology has operated in an unglamorous backwater of the electronics industry, making chips called microcontrollers that add computing power to cars, industrial equipment and many other products.Now a global chip shortage has elevated the company’s profile. Demand for Microchip’s products is running more than 50 percent higher than it can supply. That has put the company, based in Chandler, Ariz., in an unfamiliar position of power, which it began wielding this year.While Microchip normally lets customers cancel a chip order within 90 days of delivery, it began offering shipment priority to clients that signed contracts for 12 months of orders that couldn’t be revoked or rescheduled. These commitments reduced the chances that orders would evaporate when the scarcity ended, giving Microchip more confidence to safely hire workers and buy costly equipment to increase production.“It gives us the ability to not hold back,” said Ganesh Moorthy, president and chief executive of Microchip, which on Thursday reported that profit in the latest quarter tripled and that sales rose 26 percent to $1.65 billion.Such contracts are just one example of how the $500 billion chip industry is changing because of the silicon shortage, with many of the shifts likely to outlive the pandemic-fueled dearth. The lack of the tiny components — which has pinched makers of cars, game consoles, medical devices and many other goods — has been a stark reminder of the foundational nature of chips, which act as the brains of computers and other products.Chief among the changes is a long-term shift in market power from chip buyers to sellers, particularly those that own factories that make the semiconductors. The most visible beneficiaries have been giant chip manufacturers like Taiwan Semiconductor Manufacturing Company, which offer services called foundries that build chips for other companies.But the shortage has also sharply bolstered the influence of lesser-known chip makers such as Microchip, NXP Semiconductors, STMicroelectronics, Onsemi and Infineon, which design and sell thousands of chip varieties to thousands of customers. These companies, which build many products in their own aging factories, now are increasingly able to choose which customers get how many of their scarce chips.Longer-term purchase commitments from customers “gives us the ability to not hold back,” said Ganesh Moorthy, chief executive of Microchip Technology, at the company’s headquarters.Tomás Karmelo Amaya for The New York TimesMany are favoring buyers who act more like partners, by taking steps like signing long-term purchase commitments or investing to help chip makers increase production. Above all, the chip makers are asking clients to share more information earlier about which chips they will need, which helps guide decisions about how to lift manufacturing.“That visibility is what we need,” said Hassane El-Khoury, chief executive of the chip maker Onsemi, a company previously known as ON Semiconductor.Many of the chip makers said they were using their new power with restraint, helping customers avoid problems like factory shutdowns and raising prices modestly. That’s because gouging customers, they said, could cause bad blood that would hurt sales when shortages end.Even so, the power shift has been unmistakable. “Today there is no leverage” for buyers, said Mark Adams, chief executive of Smart Global Holdings, a major user of memory chips.Marvell Technology, a Silicon Valley company that designs chips and outsources the manufacturing, has experienced the change in power. While it used to give foundries estimates of its chip production needs for 12 months, it began providing them with five-year forecasts starting in April.“You need a really good story,” said Matt Murphy, Marvell’s chief executive. “Ultimately the supply chain is going to allocate to who they think are going to be the winners.”It’s a substantial change in psychology for a mature industry where growth has generally been slow. Many chip makers for years sold largely interchangeable products and often struggled to keep their factories running profitably, particularly if sales slumped for items like personal computers and smartphones that drove most chip demand.But the components are essential for more products now, one of many signs that rapid growth may linger. In the third quarter, total chip sales surged nearly 28 percent to $144.8 billion, the Semiconductor Industry Association said.Years of industry consolidation has also wrung out excess manufacturing capacity and left fewer suppliers selling exclusive kinds of chips. So buyers that could once place and cancel orders with little notice — and play one chip maker off another to get lower prices — have less muscle. More

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    U.S. Economy Added 531,000 Jobs in October

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    The American economy added 531,000 jobs in October, the Labor Department said Friday, a sharp rebound from the prior month and a sign that employers are feeling more optimistic as the latest coronavirus surge eases.Economists polled by Bloomberg had been looking for a gain of 450,000 jobs. The unemployment rate declined to 4.6 percent, from 4.8 percent.The October gain was an improvement from the 312,000 positions added in September — a number that was revised upward on Friday.Hiring has seesawed this year along with the pandemic, especially in vulnerable sectors like hospitality and retail, where workers must deal face to face with customers. White-collar employees have fared better, since many can work remotely.Some employers are complaining of a shortage of workers, as many people remain on the sidelines of the job market. The labor force participation rate — the share of the working-age population employed or looking for a job — was flat in October.In theory, the demand for workers should be drawing more people into the labor force, but the participation rate is nearly two percentage points below where it was before the pandemic. Early retirements have been a factor.A federal supplement to unemployment benefits expired in early September, and experts are watching whether the end of that assistance — and a depletion of savings accumulated from other emergency programs — increases the availability of workers.So far, those effects have been muted, as health concerns and child care challenges have continued to affect many families. At the same time, the labor shortage has given workers a measure of leverage they’ve not experienced in recent years.“For the last 25, maybe 30 years, labor has been on its back heels and losing its share of the economic pie,” said Mark Zandi, the chief economist at Moody’s Analytics. “But that dynamic is now shifting.”Supply chain problems are another headache for employers. Automobile manufacturers have been particularly hurt by a shortage of semiconductors, while many companies are dealing with rising prices for raw materials and transportation.The Commerce Department reported last week that the economy grew by 0.5 percent in the third quarter, compared with 1.6 percent in the second quarter. Economists attributed the slowdown to the resurgent pandemic and the supply chain holdups.Still, there are reasons to be optimistic. The Federal Reserve said Wednesday that it would begin winding down the large-scale bond purchases that have been underway since the pandemic struck, signaling that it considers the economy healthy enough to be weaned from the extra stimulus.“The labor market is tight,” said Scott Anderson, chief economist at Bank of the West in San Francisco. “Consumers are in good shape, and the willingness to spend is certainly there.” More

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    Global Shipping Delays Loom Over Retailers for the Holidays

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    The travails of a Chicago fishing company’s advent calendar highlight the supply chain hurdles for businesses trying to deliver items in time for the holidays.WASHINGTON — It was 73 days until Christmas, and the clock was ticking down for Catch Co.The Chicago-based fishing company had secured a spot to sell a new product, an advent calendar for fishing enthusiasts dubbed “12 Days of Fishmas,” in 2,650 Walmart stores nationwide. But like so many products this holiday season, the calendars were mired in a massive traffic jam in the flow of goods from Asian factories to American store shelves.With Black Friday rapidly approaching, many of the calendars were stuck in a 40-foot steel box in the yard at the Port of Long Beach, blocked by other containers stuffed with toys, furniture and car parts. Truckers had come several times to pick up the Catch Co. container but been turned away. Dozens more ships sat in the harbor, waiting their turn to dock. It was just one tiny piece in a vast maze of shipping containers that thousands of American retailers were trying desperately to reach.“There’s delays in every single piece of the supply chain,” said Tim MacGuidwin, the company’s chief operations officer. “You’re very much not in control.”Catch Co. is one of the many companies finding themselves at the mercy of global supply chain disruptions this year. Worker shortages, pandemic shutdowns, strong consumer demand and other factors have come together to fracture the global conveyor belt that shuffles consumer goods from Chinese factories, through American ports and along railways and freeways to households and stores around the United States.American shoppers are growing nervous as they realize certain toys, electronics and bicycles may not arrive in time for the holidays. Shortages of both finished products and components needed to make things like cars are feeding into rising prices, halting work at American factories and dampening economic growth.The disruptions have also become a problem for President Biden, who has been vilified on Fox News as “the Grinch who stole Christmas.”The White House’s supply chain task force has been working with private companies to try to speed the flow of goods, even considering deploying the National Guard to help drive trucks. But the president appears to have limited power to alleviate a supply chain crisis that is both global in nature and linked to much larger economic forces that are out of his control. On Sunday, Mr. Biden met with other world leaders at the Group of 20 in Rome to discuss supply chain challenges.On Oct. 13, the same day that Catch Co. was waiting for its calendars to clear the port, Mr. Biden announced that the Port of Los Angeles and companies like FedEx and Walmart would move toward around the clock operations, joining the Port of Long Beach, where one terminal had begun staying open 24 hours just weeks before.Shipping containers stacked up at the Port of Long Beach in California in October. One terminal has begun operating 24 hours. Allison Zaucha for The New York TimesMany of Catch Co.’s advent calendars were stuck in the yard at the Port of Long Beach. Allison Zaucha for The New York Times“This is a big first step in speeding up the movement of materials and goods through our supply chain,” Mr. Biden said. “But now we need the rest of the private sector chain to step up as well.”Mr. MacGuidwin praised the announcement but said it had come too late to make much difference for Catch Co., which had been working through supply chain headaches for many months.The company’s problems first began with the pandemic-related factory shutdowns in China and other countries, which led to a shortage in the graphite used to make fishing poles. A worldwide scramble for shipping containers soon followed, as Americans began spending less on movies, travel and restaurants, and more on outfitting their home offices, gyms and playrooms with products made in Asian factories.Shipping rates soared tenfold, and big companies turned to extreme measures to deliver their goods. Walmart, Costco and Target began chartering their own ships to ferry products from Asia and hired thousands of new warehouse employees and truck drivers.Smaller companies like Catch Co. were struggling to keep up. As soon as Apple launched a new iPhone, for example, the available shipping containers vanished, diverted to ship Apple’s products overseas.The timing could not have been worse for Catch Co., which was seeing demand for its poles, lures and other products surge, as fishing became an ideal pandemic hobby. The company turned briefly to air freighting products to meet demand, but at five or six times the cost of sea freight, it cut into the company’s profits.The supply chain woes became an even bigger problem for Catch Co.’s “12 Days of Fishmas” calendar, which featured the company’s plastic worms, silver fish hooks and painted lures hiding behind cardboard windows. The calendar, which retails for $24.98, was a “big deal” for the company, Mr. MacGuidwin said. It would account for more than 15 percent of the company’s holiday sales and introduce customers to its other products. But it had an expiration date: Who would buy an advent calendar after Christmas?Mr. MacGuidwin thought briefly about storing late arrivals for next year before realizing the calendar said “2021.”Catch Co. had secured a spot to sell a new product, an advent calendar dubbed “The 12 Days of Fishmas,” in 2,650 Walmart stores nationwide.Chase Castor for The New York TimesBoxes of the calendars were prepared for distribution in Kansas City.Chase Castor for The New York Times“It cannot be sold after Christmas,” he said. “It is a scrapped product after that.”Like many American companies, Catch Co. had tried to prepare for the global delays.The Chinese factories the company works with began manufacturing the calendar in April, before Walmart had even confirmed its orders. On July 10, the calendars were shipped to the port at Qingdao. But a global container shortage kept the calendars idling at the Chinese port for a month, awaiting for a box to be shipped in.On Sept. 1, nearly three weeks after setting sail across the Pacific Ocean, the vessel anchored off the coast of Southern California, alongside 119 other ships vying to unload. Two weeks later Catch Co.’s containers were off the ship, where they descended into the maze of boxes at the Port of Long Beach.Inside the BoxThe twin ports of Long Beach and Los Angeles — which together process 40 percent of the shipping containers brought into the United States — have struggled to keep up with the surge in imports for many months.Together, the Southern California ports handled 15.3 million 20-foot containers in the first nine months of the year, up about a quarter from last year. Dockworkers and truckers had worked long hours throughout the pandemic. More than 100 trains, each at least three miles long, were leaving the Los Angeles basin each day.But by this fall, the ports and warehouses of Southern California were so overstuffed that many cranes at the port had actually come to a standstill, without space to store the containers or truckers to ferry them away.On Sept. 21, the Port of Long Beach announced that it had started a trial to keep one terminal open around the clock. A few weeks later, at Mr. Biden’s urging and with the support of various unions, the Port of Los Angeles and Union Pacific’s nearby California facility joined in.So far, few truckers have arrived during the expanded hours. The ports have pointed to bottlenecks in other parts of the supply chain — including a shortage of truckers and overstuffed warehouses that can’t fit more products through their doors.“We are in a national crisis,” said Mario Cordero, the executive director of the port of Long Beach. “It’s going to be an ongoing dynamic until we have full control of the virus that’s before us.”Worker shortages at warehouses have led to delays.Chase Castor for The New York TimesTruckers, who have worked long hours throughout the pandemic, are also in short supply.Chase Castor for The New York TimesIn the past, Catch Co. would often ship products from West Coast ports by rail. But longer travel times on rail lines — as well as the high demand for containers at Chinese ports — mean shipping companies have been loath to let their containers stray too far from the ocean.So instead, the Catch Co. calendars were moved by truck to a warehouse outside the port owned by freight forwarder Flexport. There, they were placed on another truck to be shipped to Catch Co.’s Kansas City distribution center, where workers would repack the calendars for Walmart. Mr. MacGuidwin estimated that the calendars would arrive in Walmart stores by Nov. 17 — just in time for Black Friday. The calendar’s entire trip from factory to store shelves would take about 130 days this year, compared with the typical 60.Mr. MacGuidwin said he believes supply chain difficulties may ease next year, as ports, rails and trucking companies gradually work through their backlogs. Asia remains the best place to manufacture many of their goods, he said. But if shipping costs remain high and disruptions continue, they may consider sourcing more products from the United States and Latin America.Catch Co. has already started designing its calendar for next year and is still deciding whether it should say “2022.”“It’s an open question,” said Mr. MacGuidwin. More

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    The Fed’s favorite inflation index remains high in September.

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    Annual inflation is climbing at the fastest pace in three decades in the United States, according to data released Friday, keeping pressure on the Federal Reserve and White House as they try to calibrate policy during a tumultuous period marked by strong consumer demand and quickly rising prices for couches, cars and housing.Jerome H. Powell, the Fed chair, has increasingly acknowledged that inflation is lasting longer than central bankers had expected. While Fed officials believe inflation will fade as supply chain snarls unravel and consumer demand for goods cools, it remains unclear when that will happen. Janet L. Yellen, the Treasury secretary, has predicted that rapid price jumps will cool by later next year.Still, the current pace of inflation has become an uncomfortable political problem for President Biden and has created a delicate balancing act for the Fed, which is still trying to get the labor market back to full strength. Prices climbed by 4.4 percent in the year through September, according to the Personal Consumption Expenditures price index, which is the central bank’s preferred inflation gauge. That beats out recent months to become the fastest pace of increase since 1991.Between August and September, prices climbed by 0.3 percent. That is in line with what economists expected and slower than rapid numbers posted earlier in the summer. Policymakers may take that as a sign that inflation was moderating, if still rapid on an annual basis, coming into the fall.Friday’s data reconfirms what more timely inflation measures like the Consumer Price Index had already shown: Inflation continues to run at a rapid pace in the United States. That is happening in large part because supply chains are struggling to keep up with strong demand, thanks to virus-tied factory shutdowns, clogged ports and a shortage of transit workers, among other factors. The combination has made it hard to buy a kitchen table or a used car, and has caused the prices of many goods to jump sharply.As prices climb, the Fed is preparing to slow down the large-scale bond purchases it had been using to lower long-term borrowing costs and support the economy. The central bank has been buying $120 billion in Treasury and mortgage-backed securities, but it is poised to announce its plan to slow that program as soon as next week. Mr. Powell has said buying could stop altogether by mid-2022.That would leave the Fed in a position to raise its policy interest rate, its more traditional and arguably more powerful tool, should it need to do so to tamp down price increases. That rate has been set near zero since March 2020.When the Fed raises interest rates, it makes it more expensive to borrow to buy houses, cars and washing machines. As demand cools, supply catches up and price gains moderate or even reverse, reducing inflation.But the downside is that slower consumption and economic growth also lead to less business expansion and hiring. Slowing the job market is an unattractive prospect at a moment when millions of people remain out of work following lockdowns early in the pandemic and with concerns lingering about health and child care.The Fed is closely watching measures of inflation expectations, which have risen in recent weeks, as it tries to assess whether price gains might jump out of control.Understand the Supply Chain CrisisCard 1 of 5Covid’s impact on the supply chain continues. More

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    U.S. Economy Slowed in Third Quarter

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    Economic growth slowed sharply over the summer as supply-chain bottlenecks and the resurgent pandemic restrained activity at stores, factories and restaurants.Gross domestic product, adjusted for inflation, grew 0.5 percent in the third quarter, the Commerce Department said Thursday. That was down from 1.6 percent in the second quarter, dashing earlier hopes that the recovery would accelerate as the year went on.On an annualized basis, G.D.P. rose 2 percent in the third quarter, down from 6.7 percent in the second quarter.The slowdown was partly a result of the spread of the Delta variant of the coronavirus, which led many Americans to pull back on travel, restaurant meals and other in-person activities. More recent data suggests that people have returned to those activities as virus cases have fallen, and most economists expect significantly faster growth in the final three months of the year.But another major restriction on growth may be slower to recede. The pandemic has snarled supply chains around the world, even as demand for many products has surged. The resulting backups have made it hard for U.S. stores and factories to get the products and parts they need. Economists initially expected the disruptions to be short-lived, but many now expect the issues to linger into next year. More

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    The Economic Rebound Is Still Waiting for Workers

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    Despite school reopenings and the end of some federal aid, many people are in no rush to land a job. Savings and health concerns are playing a role.Fall was meant to mark the beginning of the end of the labor shortage that has held back the nation’s economic recovery. Expanded unemployment benefits were ending. Schools were reopening, freeing up many caregivers. Surely, economists and business owners reasoned, a flood of workers would follow.Instead, the labor force shrank in September. There are five million fewer people working than before the pandemic began, and three million fewer even looking for work.The slow return of workers is causing headaches for the Biden administration, which was counting on a strong economic rebound to give momentum to its political agenda. Forecasters were largely blindsided by the problem and don’t know how long it will last.Conservatives have blamed generous unemployment benefits for keeping people at home, but evidence from states that ended the payments early suggests that any impact was small. Progressives say companies could find workers if they paid more, but the shortages aren’t limited to low-wage industries.Instead, economists point to a complex, overlapping web of factors, many of which could be slow to reverse.The health crisis is still making it hard or dangerous for some people to work, while savings built up during the pandemic have made it easier for others to turn down jobs they do not want. Psychology may also play a role: Surveys suggest that the pandemic led many to rethink their priorities, while the glut of open jobs — more than 10 million in August — may be motivating some to hold out for a better offer.The net result is that, arguably for the first time in decades, workers up and down the income ladder have leverage. And they are using it to demand not just higher pay but also flexible hours, more generous benefits and better working conditions. A record 4.3 million people quit their jobs in August, in some cases midshift to take a better-paying position down the street.“It’s like the whole country is in some kind of union renegotiation,” said Betsey Stevenson, a University of Michigan economist who was an adviser to President Barack Obama. “I don’t know who’s going to win in this bargaining that’s going on right now, but right now it seems like workers have the upper hand.”The slow return of workers is causing headaches for the Biden administration, which was counting on a strong economic rebound to give momentum to its political agenda.Kendrick Brinson for The New York TimesRachel Eager spent last fall at home, taking the last class for her bachelor’s degree over Zoom while waiting to be recalled to her job at a New York City after-school program. That call never came.So Ms. Eager, 25, is looking for work. She has applied for dozens of jobs and had a handful of interviews, so far without luck. But she is taking her time. Ms. Eager says she is still worried about catching Covid-19 — she would prefer to work remotely, and if she does end up taking an in-person job, she wants it to be worth the risk. And she doesn’t want another job with low pay, little flexibility and no benefits.“Many, many people are realizing that the way things were prepandemic were not sustainable and not benefiting them,” she said. She has been applying for jobs in data analysis, nonprofit management and other fields that would offer better pay, benefits and a sense of purpose.Ms. Eager, who is vaccinated, said that she had always been careful with money and that she built savings this year by staying home and socking away unemployment benefits and other aid. “My financial situation is OK, and I think that is 99 percent of the reason that I can be choosy about my job prospects,” she said.Americans have saved trillions of dollars since the pandemic began. Much of that wealth is concentrated among high earners, who mostly kept their jobs, reduced spending on dining and vacations, and benefited from a soaring stock market. But many lower-income Americans, too, were able to set aside money thanks to the government’s multitrillion-dollar response to the pandemic, which included not only direct cash assistance but also increased food aid, forbearance on mortgages and student loans and an eviction moratorium. Economists said the extra savings alone aren’t necessarily keeping people out of the labor force. But the cushion is letting people be more picky about the jobs they take, when many have good reasons to be picky.In addition to health concerns, child care issues remain a factor. Most schools have resumed in-person classes, but parents in many districts have had to grapple with quarantines or temporary returns to remote learning. And many parents of younger children are struggling to find day care, in part because that industry is dealing with its own staffing crisis.Liz Kelly-Campanale left her job as a winemaker last year to care for her two children in Portland, Ore. She thought about going back to work when schools resumed in-person instruction this fall. But the Delta variant upended those plans.“If you have an exposure, all of a sudden your kids are out of school for 10 days,” she said. “For people who have jobs where they can work from home, it’s maybe a little more feasible, but I can’t really drive a forklift around the house.”Ms. Kelly-Campanale, 37, said she might go back to work once her children, now 6 and 3, are vaccinated and the pandemic seems under control. But she said the pandemic has led her to rethink her priorities.“So much of how I saw myself was tied up in what I did for a living — it was a huge adjustment to all of a sudden not be doing that all the time,” she said. “But once I made that adjustment, it also became apparent that there were also benefits to having that work-life balance.”Economists worry that if the pandemic leads many people to opt out of the work force, it could have long-term consequences for economic growth. Rising labor force participation, particularly among women, was a major driver of the strong gains in income and production after World War II. Many economists argue that the reversal of that trend in recent decades has hurt economic growth..css-1xzcza9{list-style-type:disc;padding-inline-start:1em;}.css-3btd0c{font-family:nyt-franklin,helvetica,arial,sans-serif;font-size:1rem;line-height:1.375rem;color:#333;margin-bottom:0.78125rem;}@media (min-width:740px){.css-3btd0c{font-size:1.0625rem;line-height:1.5rem;margin-bottom:0.9375rem;}}.css-3btd0c strong{font-weight:600;}.css-3btd0c em{font-style:italic;}.css-1kpebx{margin:0 auto;font-family:nyt-franklin,helvetica,arial,sans-serif;font-weight:700;font-size:1.125rem;line-height:1.3125rem;color:#121212;}#NYT_BELOW_MAIN_CONTENT_REGION .css-1kpebx{font-family:nyt-cheltenham,georgia,’times new roman’,times,serif;font-weight:700;font-size:1.375rem;line-height:1.625rem;}@media (min-width:740px){#NYT_BELOW_MAIN_CONTENT_REGION .css-1kpebx{font-size:1.6875rem;line-height:1.875rem;}}@media (min-width:740px){.css-1kpebx{font-size:1.25rem;line-height:1.4375rem;}}.css-1gtxqqv{margin-bottom:0;}.css-1g3vlj0{font-family:nyt-franklin,helvetica,arial,sans-serif;font-size:1rem;line-height:1.375rem;color:#333;margin-bottom:0.78125rem;}@media (min-width:740px){.css-1g3vlj0{font-size:1.0625rem;line-height:1.5rem;margin-bottom:0.9375rem;}}.css-1g3vlj0 strong{font-weight:600;}.css-1g3vlj0 em{font-style:italic;}.css-1g3vlj0{margin-bottom:0;margin-top:0.25rem;}.css-19zsuqr{display:block;margin-bottom:0.9375rem;}.css-12vbvwq{background-color:white;border:1px solid #e2e2e2;width:calc(100% – 40px);max-width:600px;margin:1.5rem auto 1.9rem;padding:15px;box-sizing:border-box;}@media (min-width:740px){.css-12vbvwq{padding:20px;width:100%;}}.css-12vbvwq:focus{outline:1px solid #e2e2e2;}#NYT_BELOW_MAIN_CONTENT_REGION .css-12vbvwq{border:none;padding:10px 0 0;border-top:2px solid #121212;}.css-12vbvwq[data-truncated] .css-rdoyk0{-webkit-transform:rotate(0deg);-ms-transform:rotate(0deg);transform:rotate(0deg);}.css-12vbvwq[data-truncated] .css-eb027h{max-height:300px;overflow:hidden;-webkit-transition:none;transition:none;}.css-12vbvwq[data-truncated] .css-5gimkt:after{content:’See more’;}.css-12vbvwq[data-truncated] .css-6mllg9{opacity:1;}.css-qjk116{margin:0 auto;overflow:hidden;}.css-qjk116 strong{font-weight:700;}.css-qjk116 em{font-style:italic;}.css-qjk116 a{color:#326891;-webkit-text-decoration:underline;text-decoration:underline;text-underline-offset:1px;-webkit-text-decoration-thickness:1px;text-decoration-thickness:1px;-webkit-text-decoration-color:#326891;text-decoration-color:#326891;}.css-qjk116 a:visited{color:#326891;-webkit-text-decoration-color:#326891;text-decoration-color:#326891;}.css-qjk116 a:hover{-webkit-text-decoration:none;text-decoration:none;}In the shorter term, many economists think that more people will return to work as pandemic-related issues recede and as people deplete their savings.“Eventually those savings, especially for lower-income people, they’re going to run out,” said Pablo Villanueva, an economist at UBS. “A lot of people are going to be increasingly unable to stay out of work even if they have some fear of Covid.”Some businesses seem determined to wait them out. Wages have risen, but many employers appear reluctant to make other changes to attract workers, like flexible schedules and better benefits. That may be partly because, for all their complaints about a labor shortage, many companies are finding that they can get by with fewer workers, in some instances by asking customers to accept long waits or reduced service.“They’re making a lot of profits in part because they’re saving on labor costs, and the question is how long can that go on,” said Julia Pollak, chief economist for the employment site ZipRecruiter. Eventually, she said, customers may get tired of busing their own tables or sitting on hold for hours, and employers may be forced to give into workers’ demands.Some businesses are already changing how they operate. When Karter Louis opened his latest restaurant this year, he abandoned the industry-standard approach to staffing, with kitchen workers earning low wages and waiters relying on tips. At Soul Slice, his soul-food pizza restaurant in Oakland, Calif., everyone works full time, earns a salary rather than an hourly wage, and receives health insurance, retirement benefits and paid vacation. Hiring still hasn’t been easy, he said, but he isn’t having the staffing problems that other restaurants report.Restaurant owners wondering why they can’t find workers, Mr. Louis said, need to look at the way they treated workers before the pandemic, and also during it, when the industry laid off millions.“The restaurant industry didn’t really have the back of its people,” he said.Still, better pay and benefits alone won’t bring back everyone who has left the job market. The steepest drop in labor force participation came among older workers, who faced the greatest risks from the virus. Some may return to work as the health situation improves, but others have simply retired.And even some nowhere near retirement have made ends meet outside a traditional job.When Danielle Miess, 30, lost her job at a Philadelphia-area travel agency at the start of the pandemic, it was in some ways a blessing. Some time away helped her realize how bad the job had been for her mental health, and for her finances — her bank balance was negative on the day she was laid off. With federally supplemented unemployment benefits providing more than she made on the job, she said, she gained a measure of financial stability.Ms. Miess’s unemployment benefits ran out in September, but she isn’t looking for another office job. Instead, she is cobbling together a living from a variety of gigs. She is trying to build a business as an independent travel agent, while also doing house sitting, dog sitting and selling clothes online. She estimates she is earning somewhat more than the roughly $36,000 a year she made before the pandemic, and although she is working as many hours as ever, she enjoys the flexibility.“The thought of going to an office job 40 hours a week and clocking in at the exact time, it sounds incredibly difficult,” she said. “The rigidity of doing that job, feeling like I’m being watched like a hawk, it just doesn’t sound fun. I really don’t want to go back to that.” More