US railroads fear labor unrest over vaccine mandates
US railroads Union Pacific (UP) and Norfolk Southern (NS) are asking a federal court to bar union employees from striking or calling out sick in response to the carriers' vaccine mandates.
UP and NS, in separate filings, have urged the US District Court for the Northern District of Illinois to declare that unions' objections to vaccine mandates be deemed a "minor dispute" under the Railway Labor Act and subject to mandatory arbitration. "Self-help" actions such as strikes, picket lines or work slowdowns are not permitted in such disputes.
Western carrier UP filed suit against three unions, the International Association of Sheet Metal, Air, Rail and Transportation Workers (SMART); the Brotherhood of Locomotive Engineers and Trainmen; and the Brotherhood of Maintenance of Way Employes on 15 October to try to prevent any such actions. Eastern carrier NS filed a similar suit on 21 October.
While railroad unions have been vocal in their opposition to vaccine mandates, the two carriers said they are complying with President Joe Biden's 9 September executive order requiring that federal contractors be fully vaccinated by 8 December. Both carriers are federal contractors.
"This was not our idea," NS chief executive James Squires said today. "This was not our initiative." Squires said the executive order "clearly applies to us, and we must comply."
NS told the court individual union members "have begun threatening to engage in walk-outs, sick-outs, slow-downs or other forms of self-help" in response to the railroad's vaccine mandate.
Railroad unions have objected to the imposition of any vaccine mandates, saying any such policy change should be negotiated as part of collective bargaining agreements, according to documents filed with the court.
SMART, in a 11 October letter to UP, said that while it recognizes "the seriousness of the pandemic," these conditions do not permit the railroad "to institute an arbitrary policy, which will have a sweeping effect on the current working conditions" at the carrier.
The Brotherhood of Maintenance of Way Employes, in a 1 October letter to UP chief executive Lance Fritz, said it "strongly believes the choice to receive or to not receive the Covid-19 vaccination is the choice of an individual, and ‘God given' choice, that should not be infringed upon."
Union officials did not immediately respond to inquiries.
Squires acknowledged NS probably will lose some employees over the vaccine mandate but added: "We will work very hard to retain them."
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Q&A: Aviation may pull feeds away from marine: BV
Q&A: Aviation may pull feeds away from marine: BV
London, 19 July (Argus) — Biofuel feedstocks could be routed away from marine fuels to meet demand from the aviation sector if the latter is willing to pay higher prices associated with sustainable aviation fuel (SAF), Bureau Veritas (BV) Marine & Offshore's global market leader for sustainable shipping Julien Boulland told Argus. Edited highlights follow: Marine biodiesel has been the largest alternative fuel uptake, with over 1mn t sold in Rotterdam and Singapore last year. But with Argus assessments showing premiums above $225/t to VLSFO dob ARA, how do you see marine biodiesel demand in the medium- to long-term? Shipowners and ship operators have to run an individual cost-analysis on whether the premiums could be offset by potential savings under EU emissions trading system (ETS) and FuelEU Maritime regulations, as well as any future regulations such as the International Maritime Organisation (IMO) economic pricing mechanism . In terms of emissions, biofuels still emit CO2 on a tank-to-wake basis, but less on a well-to-wake basis compared to their fossil equivalents. This will also vary depending on the feedstock for the biofuel as well as the production process. Under the current IMO regulations for energy efficiency, including the Ship Energy Management Plan (SEEMP) and its requirements for fuel reporting (DCS), there might be some indirect commercial benefits for owners, too. For example, a better CII (Carbon Intensity Indicator) score may make a vessel more appealing to charterers and help its owner secure more favourable rates. There are also other factors to consider, such as Scope 3 emissions rights, which can influence demand, as we currently see from voluntary demand from cargo owners seeking those documents. But this will also have a geographic impact on demand, as larger container liner companies usually utilise the east-west route and they might prefer to opt for bunkering the marine biodiesel blend in Singapore due to lower prices. What are the risks associated with bunkering marine biodiesel in relation to conventional ship engines? How significant is the recent FOBAS report that implied a correlation between the use of "unidentified" biofuels and engine pump injector damage? We have supported our shipowner clients in numerous pilots to trial biofuels such as fatty acid methyl ester (Fame) and hydrotreated vegetable oil (HVO) in variable blends. Overall, these trials have gone smoothly, but we have learned a few things along the way. Firstly, engines do not need to be modified, but since biofuels have slightly different physical properties, it is necessary to find the right engine adjustments. A very good knowledge of the fuel properties is key in determining the right adjustments, and the new revision of ISO 8217 on marine fuel specifications is crucial in supporting this process. Another key finding is the importance of receiving full information on fuel characteristics from the supplier. Finally, BV plays a key role in ensuring full fuel certification on several aspects, including sustainability and physical properties. Used cooking oil (UCO) can also feed into SAF and with potentially greater refining margins. Do you think some feedstocks will be pulled away from marine? When it comes to methanol, we believed marine would take up more of the feedstock compared with the chemicals industry due to greater willingness to pay larger premiums. But with biofuels, it seems to be the other way around where aviation could end up pulling biofuel feedstocks away from maritime. In terms of fuel consumption, the marine and aviation industries are comparable but if aviation are willing to pay more, then it will likely get more of the feedstocks required to produce SAF. What are the implications of the new ISO specifications, what are the key takeaways for marine biodiesel uptake? More has to be done, but now we have parameters for assessing biofuel blend specifications. It was very well accepted by the industry, and now operators and shipowners have a standard to rely on. But it doesn't resolve the question around feedstock cross-industry competition. However, it does also open the door for off-spec Fame residue blends to become ISO-certified — depending on further testing. With IMO aiming for "global regulations for a global market", how do you see conflicts between different regulations affecting the market? We are closely following the IMO development process for a global economic pricing mechanism. IMO has assigned a working group of technical experts to look at this mechanism from an apolitical perspective. In terms of potential regulatory conflicts , we have the example of the Netherlands, where the Dutch emission authority requires the delivery of Proof of Sustainability (PoS) certificates for applying to the scheme of Dutch renewable tickets (HBE-G) which can be traded, but this PoS cannot be used for other purposes, such as the EU ETS. To circumvent this hiccup, we may see the development of new digital certificates, such as an accompanying ISCC-certified Proof of Compliance (PoC). By Hussein Al-Khalisy Send comments and request more information at feedback@argusmedia.com Copyright © 2024. Argus Media group . All rights reserved.
Indian DAP stocks fall by 430,000t in June
Indian DAP stocks fall by 430,000t in June
London, 19 July (Argus) — A major lack of DAP imports into India has caused stocks to fall by over 400,000t in June, according to Fertilizer Association of India (FAI) data, with Argus estimating stocks are currently at 2mn t. Imports have slowed considerably because of the current maximum retail price and subsidy in India, which effectively makes importing above $500/t cfr uneconomic. But global prices are way above this level. Chinese fob prices at $580/t imply landed costs close to $600/t cfr India, while neighbouring Pakistan has paid above this level over the last few days. Reports emerging from India on 18 July suggested that the government was mulling a special subsidy on DAP of 3,000-3,500 rupees/t ($36-42/t) to plug some of the shortfall. India produced 343,600t of DAP in June, imported 273,000t and sold 1.05mn t. Stock draw/build, equivalent to production plus imports minus consumption, was thus at -430,000t. Cumulative production fell by 15pc on the year to 1mn t for April-June for the kharif season so far, with imports down by 48pc at 1.12mn t, and sales also falling by 11pc to 1.93mn t. Imports are at around 376,000t, comprising tonnage from Russia, China, Saudi Arabia and Morocco, show Argus line-up data for July so far. This would bring imports for kharif so far to nearly 1.5mn t for April-July, compared to 2.7mn t in the same period of 2023. By Mike Nash Send comments and request more information at feedback@argusmedia.com Copyright © 2024. Argus Media group . All rights reserved.
Weather sparks uncertainty for Vietnam’s bitumen demand
Weather sparks uncertainty for Vietnam’s bitumen demand
Mumbai, 19 July (Argus) — Expectations of Vietnam's bitumen consumption in July-August are mixed, given an easing in the monsoon season in some regions but an upcoming typhoon season in other parts. The mixed expectations will likely keep importers uncertain about future seaborne purchases. Consumption in Vietnam has been lower than normal in the last quarter because of unfavourable weather, political uncertainties, a lack of new paving projects and delays in disbursement of project funds, according to market participants. The lower consumption kept inventories higher and weighed on demand for spot seaborne volumes, with many importers only focused on taking delivery of their term contract shipments. Some importers in Vietnam are cautious and did not report consumption rising noticeably as weather in the key consuming south and central regions continues to be wet and not suitable for road paving, while the country is also set to experience typhoons next month. Consumption will stay low until September because the typhoon season starts next month, and the first region to get hit is the north before moving towards the south, a key importer told Argus . It is raining in the south and central regions, according to the importer. "The north is alright now but there is no good pick up [in consumption]," the importer said, adding that imported cargo inventories in the region are still notably higher. This is in contrast to expectations from other Vietnamese importers and some Asian traders, which said that consumption and demand for seaborne bitumen are expected to be higher in July and August as compared to previous months this year, given favourable weather in north Vietnam and more enquiries for Singapore cargoes, to restock in August. Consumption in the south and central regions are stable-to-weak, but overall demand in July and August are set to pick up as some new road projects are in the pipeline, a market participant said. Inventories are falling in some parts of the region and there is a need to replenish stocks now, while the domestic selling price is also expected to increase, participants said. "Demand in Haiphong and north Vietnam is good, and we are able to sell more than last month," another importer told Argus . "If the weather continues to be good, then demand will improve further in the coming weeks and that can increase import appetite." Vietnam is a net importer and typically secures most of its seaborne volumes from Singapore, Thailand, Taiwan, and China. Vietnam imported 1.04mn t of bitumen in 2023, up by 20pc from 866,000t imported in 2022, according to GTT data. Singapore cargoes accounted for about 32pc of Vietnam's total imports last year, while Thailand, Taiwan, and China together accounted for about 35pc of the total imports, the data showed. This compared to a 33pc and 40pc share, respectively, in 2022. Middle East penetration Some importers are worried that domestic prices are unlikely to rise in the near term, because of increased availability of relatively cheaper Middle East-origin cargoes in the region. They noted that this would cut domestic appetite for Asian cargoes and would in turn weigh on imports. Vietnam imported about 252,000t of bitumen from the Middle East in 2023, accounting for about 24pc of the total imports, show GTT data. This compared to 135,000t imported in 2022, which accounted for about 16pc of the total imports. Imports from the Middle East totalled 156,000t over January-May, nearly tripling from 55,000t imported during the same period last year. The region's imports from Singapore during the five-month period this year totalled 135,000t, down from 150,000t a year earlier. Imports from the Middle East increased as the inter-regional price arbitrage with Singapore was wide open. The Argus assessed ABX 1 fob Singapore prices averaged $421.50/t for the week of 12 July, while fob Iran bulk prices averaged $294.50/t for that week. Vietnam importers noted that Middle East-origin bulk cargoes were priced at low-$400s/t on a cfr basis, which was still lower than prevailing fob Singapore levels during the period. By Sathya Narayanan Send comments and request more information at feedback@argusmedia.com Copyright © 2024. Argus Media group . All rights reserved.
Australia’s Whitehaven hits 2023-24 coal guidance
Australia’s Whitehaven hits 2023-24 coal guidance
Sydney, 19 July (Argus) — Australian coal producer Whitehaven met its production guidance for its New South Wales (NSW) mines in the 2023-24 fiscal year to 30 June, with managed run-of-mine (ROM) output from its newly acquired Queensland mines also meeting their guidance. Saleable coal production at Whitehaven's NSW-based assets totalled 16.7mn t for 2023-24, up by 6pc on the 15.7mn t recorded last fiscal year and within its guidance for 2023-24 of 16mn-17.5mn t. Saleable output from NSW for April-June was 4.3mn t, 11pc higher than January-March's 3.87mn t and above the year earlier figure of 3.83mn t. Saleable production from Queensland totalled 4mn t, Whitehaven's first quarter since acquiring Australian-Japanese joint venture BHP Mitsubishi Alliance's 12mn t/yr Blackwater and 4mn t/yr Daunia coking and thermal coal mines on 2 April. Queensland coal sales of 3.2mn t for the quarter reflected slippage into July-September because of now resolved, transition-related rail constraints from Daunia, Whitehaven said. A selldown of around 20pc of Blackwater to global steel producers is progressing, the firm reported, without providing further details. The first production and sales have been achieved at the 10mn t/yr Vickery mine , while operations ceased during April at the 2.5mn t/yr ROM capacity Werris Creek mine. Whitehaven's overall unaudited unit cost guidance, excluding royalties, for NSW in 2023-24 was A$114/t ($76/t), above the guidance range of A$103-113/t because of lower production at Narrabri and underlying inflation. Capital expenditure was A$380mn, below the 2023-24 guidance of A$400-480mn. The Argus high-grade 6,000 kcal/kg NAR price averaged $133.46/t fob Newcastle and the 5,500 kcal/kg NAR coal price $88.47/t during April-June compared with $126.74/t and $93.85/t respectively for January-March. Whitehaven's full-year results will be published on 22 August. By Tom Major Whitehaven results Apr-Jun '24 Jan-Mar '24 Apr-Jun '23 Volumes (mn t) Managed coal production 8.3 3.9 3.8 Managed coal sales 7.3 3.8 3.9 Managed coal stocks 2.7 1.0 1.5 Coal sales revenue mix (%) Metallurgical coal 59 13 5 Thermal coal 41 87 95 Prices achieved ($/t) NSW average 137 136 177 Queensland average 180 Source: Whitehaven Send comments and request more information at feedback@argusmedia.com Copyright © 2024. Argus Media group . All rights reserved.
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