Metales
Descripción general
Argus ofrece datos de precios fiables e inteligencia de mercadeo para ayudarle a comprender los factores que impulsan los mercados de metales primarios y secundarios. Nuestro servicio se diferencia ya que incluye comentarios de mercado, análisis y noticias en profundidad sobre metales ferrosos y no ferrosos en el corazón del comercio comercial y la fabricación industrial.
La cadena de suministro global de metales utiliza los datos de materias primas de Argus metales como referencia en contratos de suministro físico y derivados, con fines de valoración de mercado, como indicador de valor para evaluaciones fiscales, para el manejo de riesgos y en análisis y planificación estratégicos.
Argus ofrece cuatro productos principales dentro de su cartera de metales: Argus Ferrous Markets, Argus Non-Ferrous Markets, Argus Scrap Markets and Argus Battery Materials. Cada oferta incluye acceso a Argus Metals – su plataforma de metales.
Metals market coverage
Argus is a leading independent provider of market intelligence to the global energy and commodity markets. Our price assessments and market intelligence are available for all major metals markets across the globe. Explore the coverage most relevant to your business:
Últimas noticias de metales
Explore las últimas noticias que mueven el mercado sobre la industria mundial de los metales.
Red Sea tensions could halt EU India HRC quota overfill
Red Sea tensions could halt EU India HRC quota overfill
London, 27 March (Argus) — Elevated shipping times caused by tensions in the Red Sea could prevent India's hot-rolled coil (HRC) safeguard quota in the EU from overfilling on 1 April, as participants had expected. India shipped just over 520,000t of HRC to the EU in December and January, according to customs data, all of which appears to have been cleared into the first-quarter quota. Including unused tonnage rolled over from the previous quarter, this quota totalled 574,550t, with just 46,934t currently unused, meaning that 527,000t is utilised. This suggests that material shipped from India in February will predominantly comprise the April-June quota of 294,662t. Vessel tracking data show that India shipped 404,582t of flat-rolled products to the EU in February, although the data do not give detail by product. Indian material could theoretically use one-third of the other countries' quota in April-June too, under the safeguard regulation. That quota will fill quickly again, as has been the case in recent quarters. Longer shipment times mean that most Indian material shipped in the second half of February — 215,170t of flat-rolled — will arrive after 1 April, and either be cleared or held over until the next quarter: after day one, any material cleared above the quota amount pays a straight 25pc duty, so it is likely that some will be held over from April-June and clear into the July quota. Vessels going round the Cape of Good Hope rather than sailing through the Red Sea will take an average of 45.5 days to arrive at EU ports from India in April, according to data from Kpler. Vessels arriving by the Red Sea in January were taking around half this time, or even less. This means that around 189,000t of February shipments could be cleared into the April-June quotas on 1 April, plus tonnage held over from the current period, totalling 46,934t for HRC. Assuming that all the material shipped in the first half of February is HRC, the quota would not overfill on day one, even with the material held over from this quarter factored in. But it is expected to fill later in the month. By Colin Richardson Send comments and request more information at feedback@argusmedia.com Copyright © 2024. Argus Media group . All rights reserved.
Chinese EVs to make up 25pc of EU market: T&E
Chinese EVs to make up 25pc of EU market: T&E
London, 27 March (Argus) — Chinese-produced electric vehicles (EVs) are due to make up 25pc of new EV sales in Europe this year, according to campaign group Transport & Environment (T&E), which recommends that tariffs on Chinese EVs be imposed to help EU carmakers survive in the short term. Almost a fifth (19.5pc) of all EVs sold in Europe last year were produced in China, or around 300,000 units. The main brand for Chinese-made EVs was Tesla, at 28pc of total sales, with Renault's Dacia brand second at 20pc. While they are not Chinese brands, they have factories in China, which has a much higher installed battery capacity than Europe. Chinese brands were also on the rise, up from 0.4pc of Europe's EV market in 2019 to 7.9pc in 2023, owing to the strength of brands such as BYD. T&E forecasts BYD and others could reach up to 20pc of the European EV market by 2027. The campaign group said tariffs would be needed in the short term to protect EU carmakers from a deluge of Chinese vehicles and focus energy on electrification, which will ultimately be needed for them to survive the energy transition. Tariffs on Chinese vehicles sit at 10pc today, but T&E says 25pc would be more appropriate, given prices for Chinese made EVs continue to fall. Tariffs on EU battery cell imports are also weak compared with the rest of the world, sitting at 1.3pc compared with 10.9pc in the US and 10pc in China. "Tariffs will force carmakers to localise EV production in Europe, and that's a good thing because we want these jobs and skills," T&E senior director for vehicles and emobility Julia Polisanova said. "But tariffs won't shield legacy carmakers for long. Chinese companies will build factories in Europe and when that happens our car industry needs to be ready." Chinese investment in European factories gathers pace While imports from China are growing, foreign direct investment from Chinese battery majors into the EU market is also gathering pace. China's CATL, the world's largest battery maker, will have two of Europe's largest gigafactories by the end of the decade in Hungary and Germany. By 2025, Chinese investments are expected to produce over 214GWh of batteries in Europe, over three times Europe's total 2022 battery capacity, according to analysis by the China Project, a US-based China focused think-tank. Negotiations around a new Chinese-backed factory in the UK in partnership with EVE Energy represent the latest in a string of investments in Europe and has made UK market participants uncomfortable. "It is reassuring to see more investment in the UK's battery supply chain, this will help Britain to maintain a viable automotive industry in the future and build on the needed battery technologies," Volta Energy Technologies head of European operations James Frith said. "However, it is notable that it is once again an overseas company, adding to investments by India's Tata group, which own Agratas, and China's Envision Group, which owns AESC." Frith called on the UK government to support more homegrown projects, especially as the only domestically owned battery project in the UK, Britishvolt, failed last year. Other market participants were more comfortable with Chinese investment, highlighting the fact that the UK, to meet EU Rules of Origin legislation in 2027, needs all the domestic production it can get and is in a unique situation. "Importantly, domestic built batteries will help ensure the 2027 EU Rules of Origin that mandate a significant proportion of a battery pack to be locally built, don't result in tariffs that would make our EV exports uncompetitive," UK EV campaign group FairCharge founder Quentin Wilson said. "Our auto industry should welcome a new supply of battery cells that haven't been shipped across the world but made here in Britain." By Thomas Kavanagh Send comments and request more information at feedback@argusmedia.com Copyright © 2024. Argus Media group . All rights reserved.
Chile outlines plan to double lithium production
Chile outlines plan to double lithium production
Santiago, 27 March (Argus) — Chile will use three different business models to expand its lithium production that it estimates could increase by 70pc by 2030 and 100pc over the next decade, finance minister Mario Marcel said. Chile is the world's second-largest lithium producer with an estimated output in 2023 of 234,000 tonnes of lithium carbonate equivalent (LCE), according to US Geological Survey data. The first model announced late on Tuesday envisages public-private alliances, with the state holding a majority share, in two salt lakes that have been defined as strategic: Atacama in the Antofagasta region and Maricunga in the Atacama region. Public-private alliances will also be promoted in five other salt lakes — covering Pedernales and the Alto Andino project area — where the state will seek the "best agreement" to develop projects with private partners, giving it either a majority or minority role. The third model gives the private sector leadership in the development of 26 other salt lakes in which associations may be formed with state companies but will not be a requisite, said Marcel. Private investors will be asked to submit Requests for Information (RFI) to express interest in these salt lakes in April and the RFI results announced in July. Subsequent tender processes will lead to special lithium operating contracts (CEOL). "During this government, we will sign a group of CEOLs in which the private sector will lead production in which the state will not be a major partner," said economy minster Nicolas Grau. Another 38 salt lakes will be defined as protected areas where development cannot take place to meet Chile's commitments under the Convention of Biological Diversity. Chile has the world's largest proven reserves of lithium but laws passed in the 1970s and 1980s restricted its access to private developers. Chilean SQM and US Albemarle, the country's only producers, operate in the Atacama salt lake under leases with state development agency Corfo. The plan comes almost a year after President Gabriel Boric announced Chile's intention to open lithium mining to private investment in April 2023 as part of its national lithium strategy. By Emily Russell Send comments and request more information at feedback@argusmedia.com Copyright © 2024. Argus Media group . All rights reserved.
Baltimore bridge collapse forces freight changes
Baltimore bridge collapse forces freight changes
Washington, 26 March (Argus) — Vessel traffic in and out of the Port of Baltimore, Maryland, has been suspended indefinitely in the wake of a container ship collision early today that brought down the Francis Scott Key Bridge, an accident that will force the rerouting of coal, car and light truck shipments. The prolonged closure of one of the largest ports on the US east coast could have a ripple effect on trade flows across much of the US, as shippers grapple for alternatives in the absence of a certain reopening timeline. Search and rescue efforts are still ongoing in the Patapsco River, after the 116,851dwt Dali headed to Colombo, Sri Lanka, slammed into a bridge support. The crew had lost control of the vessel. The Dali is owned by Grace Ocean and managed by Synergy Marine Group. The Maryland Port Administration said it does not know how long it will take for the shipping channel to be cleared and for traffic to resume. Shipping companies are bracing for a closure of at least two weeks, but many expect the clean-up effort could take significantly longer. President Joe Biden vowed the federal government will provide whatever resources are needed to get the port "up and running again as soon as possible." The port is a major trade hub for steam and coking coal, automobiles and scrap metal. Many market sources are still trying to determine whether the disruption will be dramatic enough to move prices. But coal markets were already being affected today. Baltimore is home to two key coal export terminals: eastern US railroad CSX's Curtis Bay Coal Piers and coal producer Consol Energy's Consol Marine Terminal. The facilities are upstream of the bridge, meaning ships will not be able to serve them until the route reopens. The terminals handle thermal and coking coal from Northern and Central Appalachia. They have a combined export capacity of 34mn short tons (30.8mn metric tonnes). The two terminals loaded 2.4mn t of coal in February, up from 2.1mn t a year earlier, according to analytics firm Kpler, mostly exports to India and China. An India-based trader said that the suspension of coal exports will probably raise prices in India, as brick kilns enter the peak production season in the summer. Buyers could look to petroleum coke as a substitute, but the higher sulphur content may not be appealing to some users despite the higher calorific value. Prices for deliveries to northern Europe are also likely to rise given that the Netherlands, Germany and Belgium combined are the second-largest market for North Appalachian coal. April API 2 futures rose by $2/t to $113.30/t. The incident has added a "level of volatility [which] could have big implications," a European paper broker said. The lack of information has prompted some coal producers to hold off on activating force majeure clauses in their contracts. Curtis Bay is served only by CSX, while CSX and fellow eastern carrier Norfolk Southern serve Consol. CSX said it is in contact with existing coal customers and contingency plans are being implemented. The railroad at this point intends to keep Curtis Bay open but will continue to assess the circumstances moving forward. Norfolk Southern did not respond to questions. Some scheduled Baltimore coal exports may be redirected to the other three eastern US coal export terminals in Hampton Roads, Virginia, but such reroutings likely will entail increased costs. Not all coal mines will be able to shift terminals. Such decisions will depend on available capacity in Hampton Roads. Exports from the three terminals in January reached a five-year high , signaling somewhat limited capacity. Mine location and railroad access may also determine whether coal can be rerouted, an industry source said. But some producers do not have much of a choice about trying to send coal to Hampton Roads. They may need the cash so will be forced into a decision. The producers most vulnerable to delays may be Consol and Arch Resources. Arch's Leer coking coal mine may be in the best position because it co-owns Dominion Terminal Associates in Hampton Roads with Alpha Metallurgical Coal Resources. The sudden lack of export capacity could put a floor under US coal prices, which have mostly been falling since last year amid low domestic demand. The competition to replace Baltimore coal exports could prevent further cuts, another coal trading source said. Metals sources say the accident will have only isolated effects on the global ferrous scrap market, but many market participants are still assessing the situation. The port is the 10th largest ferrous scrap export port in the US, and over the last five years an average of 44,000 metric tonnes/month of ferrous scrap was exported from Baltimore, according to US Department of Commerce data. But the port closure is likely to affect other freight. Baltimore is the nation's top handler of automobile traffic. Motor vehicles and parts accounted for about 42pc of all Baltimore port imports and 27pc of all exports, according to state data. The Port of Baltimore handled 847,158 cars and light trucks in 2023. "It's too early to say what impact this incident will have on the auto business — but there will certainly be a disruption," said John Bozzella, chief executive of industry trade group Alliance for Automotive Innovation. Dry bulk freight rates likely unaffected Several sources told Argus Baltimore's closure is unlikely to have a major impact on dry freight rates despite short-term interruptions to coal transports. "We are in the shoulder months with less demand for thermal coal," a shipbroker said, suggesting mild global temperatures means the collapse "may not have too much of an impact" on freight markets overall. Vessel traffic in ports such as Charleston, South Carolina, and Savannah, Georgia, may increase on diversions from Baltimore. Kpler identified 17 vessels that will likely be impacted because they are either in the Port of Baltimore or were expected to load there in the coming days. By Abby Caplan, Gabriel Squitieri, Luis Gronda, Evan Millard and Brad MacAulay Port of Baltimore coal terminals Send comments and request more information at feedback@argusmedia.com Copyright © 2024. Argus Media group . All rights reserved.
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