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Chinese cars gain market share in Mexico

  • Spanish Market: E-fuels, Electricity, Oil products
  • 16/08/23

Cars made in China have rapidly gained market share in Mexico this year, with Chinese brands particularly gaining ground because of competitive prices, longer warranties and availability.

"Just two years earlier, vehicles made in China did not even reach 5pc of domestic sales and today they represent more than 25pc of imports and 19.1pc of total sales in Mexico," Guillermo Rosales, president of Mexico's auto retailers association (AMDA) recently said.

From January-July of this year, 142,090 of the total 743,930 light vehicles sold in the Mexican market were made in China, under both Chinese and other brands, according to AMDA.

Nearly half of that total, 69,464 autos, were from Chinese car manufacturers Chirey, JAC, MG and BAIC, among others, while 72,626 were manufactured in China by other foreign carmakers such as General Motors (GM), which produces the Onix, Tornado, Captiva and Aveo brands (see table).

Competitive pricing for Chinese brands particularly has supported the growth of made-in-China cars in the Mexican market, despite imported light vehicles from the Asian country having to pay a 20pc import tariff if the car is not electric, said Alejandra Vargas, an economist at Mexican bank Vepormas. Chinese brands also have kept higher inventories than other manufacturers, even in the wake of the pandemic, she added.

Some Chinese SUVs are 17pc cheaper than those from the US and Japan as well.

Warranted growth

Warranties of up to 10 years for some Chinese brands compared with average three-year guarantees for other brands have also increased demand, according to Victor Mendez, executive president of China Chamber Mexico.

Mexico is considered an important market for China because of its geographic location as it provides access to North and South American markets.

Only two Chinese automakers — JAC and BAIC — have assembly plants in Mexico. But other companies such as MG, Great Wall Motors and Geely have expressed plans to build manufacturing facilities in Mexico.

"We are going to have our first plant in Mexico at the end of this year," BYD Mexico's CFO Tobias Zhao told Argus in June.

It will be an assembly plant for light vehicles in the state of Queretaro or Nuevo Leon, he said.

China-based automaker Chirey also expects to build a complete production factory in Monterrey, Nuevo Leon, which will begin operations in 2026, Chirey's executive vice president Brian Wu said in July.

The next stage of Chinese companies competing for business in Mexico will be the electric vehicle (EVs) market.

"Chinese automakers are entering Mexico with internal combustion vehicles, but they all have a greater variety of EVs in their product portfolio," Mendez said.

Mexico's fossil-fuel focused energy policy has hindered development of charging infrastructure for EVs.

Only 4.5pc of Mexico's car sales from January-May were for hybrids or full EVs, even from 4.5pc in the first five months of 2022, despite imports of EVs into Mexico being duty free.

Chinese cars in Mexico
Year (Jan-Jul)Units of Chinese brands sold*Share of sales (%)Mexico's total car sales
20194,1560.6746,598
20202,8590.6509,474
202111,5211.9602,681
202235,9916.0602,022
202369,4649.3743,930
*Chinese brands manufactured in China

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19/12/24

Viewpoint: Politics, economy key to bitumen recovery

Viewpoint: Politics, economy key to bitumen recovery

London, 19 December (Argus) — Political change and uncertainty will come to dominate the European bitumen market more than usual in 2025, while demand could decline further than it did in 2024. Market participants are trying to pin down the bottom of the market for bitumen demand, after falling for several years in most of Europe. And support for demand seems far from certain in 2025 given spiralling public debt, political uncertainty and a lack of funding for road maintenance and projects in most European countries. But there could be some positive economic news as interest rates start to fall and inflation returns to more normal levels, while the outlook for oil prices in 2025 is less bullish than previously with plentiful supply forecast. Increased supply and lower crude prices would tend to pressure lower bitumen prices, which could support consumption, given road budgets can be stretched further. Politics seems more unpredictable than ever, with various elections and other changes expected in 2025, often shifting to the right or populist wing in Europe. The necessity of road maintenance and project work to support economies is plain to see for governments, but there is uncertainty on the priority they will be given by some new political forces emerging. Bitumen production is still going to be plentiful in the new year, despite some refinery closures and problems in the past year and more. Issues at both Greek and Turkish refineries, which are powerhouses for Mediterranean bitumen exports, will not have a major impact given the weaker demand in much of north Africa and the lack of available arbitrage routes. Outlets to the US and east of Suez are closed at present and show little sign of re-emerging strongly in the period ahead. Spring maintenance, particularly a February to May shutdown at Algerian Sonatrach's 198,000 b/d Augusta refinery in Sicily, will also limit supply just when demand starts to seasonally rise. In the last viewpoint Argus expected a weaker year for 2024 demand, while also looking at pricing and how differentials to high-sulphur fuel oil (HSFO) could go negative. As winter approaches at the end of 2024 this has happened in the north of Europe and fob cargo discounts have been seen in the eastern Mediterranean all year. Bitumen market fundamentals have drifted further away from those of crude and HSFO in the last year, although a relationship still exists with HSFO maintaining a persistent standing as a price marker for inland bitumen markets for weekly or monthly calculations and for export waterborne prices as the basis with a differential. But Argus expected that traders would seek more arbitrage movements from the European Mediterranean, and this did not come to fruition in 2024, with little seen moving to the US and even less to the Asia-Pacific region. There is not much indication this will change in 2025 with lower prices and plentiful supply in Asia and US supply points. Poorer refining margins may have an impact in 2025 after the strength post-Covid, which will put more renewed pressure on older and simpler refiners to close. These facilities are more likely to produce bitumen. Instead traders will rely on large new ships to feed supply and move bitumen longer distances, a trend already well underway with a number of new ships entering service. Freight costs should stay at elevated levels given the ETS scheme comes into fuller effect in 2025 after first being implemented in 2024. The inclusion of shipping in this EU scheme will oblige shipowners and charterers of vessels from 5,000 gross tonnes to purchase carbon allowances, rising from 40pc of carbon emissions in 2024, to 70pc in 2025, before 100pc in 2026. From uncertainty can come opportunity and with the worst of the economic outlook now behind us then perhaps 2025 can be the beginning of the end in the downtrend for bitumen demand and we start to see vital road maintenance work and infrastructure projects get the funding they need. By Jonathan Weston Send comments and request more information at feedback@argusmedia.com Copyright © 2024. Argus Media group . All rights reserved.

Reliability drives New Zealand power mix: Minister


19/12/24
19/12/24

Reliability drives New Zealand power mix: Minister

Sydney, 19 December (Argus) — New Zealand's conservative coalition government wants to ensure reliable generation, whether that is from coal, oil, gas, or geothermal resources, the country's resources minister Shane Jones told Argus this week. Jones was also clear about the need to draw a distinction between "the expectations on [a] small, open trading nation like [New Zealand] not to use coal and the major hope[s] and needs of the average New Zealander for affordable power, reliable power." "If [reliable power] comes from coal, that's the mix and the menu for the future," he added. Jones argued that existing renewable power sources cannot exclusively provide for New Zealand's energy needs. He instead suggested that his government is interested in promoting alternative power sources such as oil, gas and geothermal, through investments and policy changes. New Zealand's coal-fired power generation surged between July-September, according to the New Zealand's Ministry of Business Innovation and Employment (MBIE). Coal rose to 8pc of total generation from 3pc a year earlier, following a drop in hydroelectric power production. The country burned 363,513t of coal over those months, more than tripling its use for power generation purposes compared to the same period last year. Oil, gas Jones has taken steps to boost the country's oil sector since taking office in late 2023, following the coalition's victory over the centre-left Labour party. The minister introduced the Crown Minerals Amendment Bill in June, a piece of legislation that he described as being "aimed at increasing investor confidence in petroleum exploration and development." Jones told Argus that under the previous government, "people who may have been willing to [make] investment[s] and bring patient capital concluded that New Zealand was no longer available as a destination for oil and gas and this has resulted in a diminution in [oil] investment." The Crown Minerals Amendment Bill will overturn a 2018 ban on offshore oil exploration, which was introduced while Jones was serving in the previous Labour-led coalition government. New Zealand's oil sector increased its annual well spending from NZ$110mn ($63.2mn) in 2018 to NZ$403mn, in the years following the ban in 2018. The total number of active oil permits in the country has plunged from 56 to 37 over the same period, MBIE data show. New Zealand likely houses at least 223.5bn m³ of undiscovered, offshore gas reserves; 249mn bl of undiscovered, offshore oil reserves; and 177mn bl of undiscovered, offshore NGL reserves, mostly scattered around the North Island, according to US Geological Survey (USGS) estimates in 2022. The country's discovered, recoverable reserves are at between 38.3mn-52.7mn bl of oil; 29.4bn-39.8bn m³ of gas; and between 1.2mn–1.4mn t of LPG as of 1 January 2024, according to the MBIE. Besides restarting oil exploration, the Crown Minerals Amendment Bill also seeks to change permitting processes to drive capital into the sector. Permits are currently allocated through a competitive tender process, Jones told Argus this week. The government wants "the flexibility to use alternative processes to match investor interest in the most efficient and effective way by allowing the option of using non-tender methods." MBIE has indicated that the government may start using ‘priority in time' tenders, which allocates permits to the first eligible projects that apply for them, once the bill passes. But the Crown Minerals Amendment Bill does not specify how the government will manage non-competitive tenders. The government is also not using the Crown Minerals Amendment Bill to "specifically intervene in coal mining operations" in New Zealand, Jones said. But coal demand will fall "in the event that [the government is] able to expand the supply of indigenous gas," he noted. Geothermal The government's energy strategy also appears to involve doubling down on domestic geothermal generation, which is New Zealand's second most common source of power. Geothermal generators produced 2,363GWh of power between July-September, accounting for 20.5pc of total generation, in line with historical averages, according to MBIE data. New Zealand's government seems to be trying to push that share up. The government in early December decided to allocate up to NZ$60mn of public infrastructure funding to research for deep, geothermal energy production. The work will focus on drilling geothermal wells up to 6km deep, nearly twice the depth of standard wells. Jones told Argus that New Zealand officials are currently in Japan, discussing supercritical geothermal generation opportunities with engineers and scientists. By Avinash Govind Send comments and request more information at feedback@argusmedia.com Copyright © 2024. Argus Media group . All rights reserved.

Western Australia's near-term gas supply rises: Aemo


19/12/24
19/12/24

Western Australia's near-term gas supply rises: Aemo

Sydney, 19 December (Argus) — The short term supply outlook for Western Australia's (WA) gas market has improved, but gaps in the next decade need to be addressed, according to an Aemo annual report. The near-term gas supply is stronger than last year's outlook, with supply now forecast to exceed consumption through to 2027 on increased flows from LNG projects and declining near-term consumption, according to the 2024 Western Australia Gas Statement of Opportunities (GSOO) paper from the Australian Energy Market Operator (Aemo). Ample gas supply is expected because of increased flows from Wheatstone and Pluto LNG projects and new supply including forecast volumes from 2026 onwards from Woodside's Scarborough project and Strike's 87 TJ/d (2.3mn m³/d) West Erregulla plant . But demand is weak on the back of the shutdown of several nickel mines for maintenance in 2024 and the closure of the 2.2mn t/yr Kwinana alumina refinery announced in January. Aemo's 10-year outlook to 2035 now forecasts surplus gas until 2028, when some gas users will reopen projects. It also forecasts a less steep shortfall in the 2030s, with 2033 supply now 13pc below demand, down from the 27pc decrease in the 2023 GSOO. New gas supply will still be needed as WA plans to close its state-owned fleet of coal-fired power stations, but increasing renewable generation will shift gas usage in the power grid to a firming capacity, with gas-fired power demand tipped to increase in the early 2030s but stabilise at present levels of about 190 TJ/d by 2040. But uncertainty remains about the future of coal in the WA grid. The 416MW Bluewaters coal-fired plant, owned by Japanese firms Kansai Electric and Sumitomo, is expected to retire by 2030-31 but may be forced to close earlier because its supplier, the 2mn t/yr Griffin coal mine , cannot guarantee deliveries beyond October 2026. This will increase gas demand. The WA state government reversed a blanket ban on exporting onshore gas as LNG in September after a parliamentary inquiry into the state's domestic gas policy prompted by concerns from major gas users such as fertilizer manufacturers and metals refiners. Developers are now permitted to export 20pc of production as LNG until 2031 to boost upstream investment in the prospective Perth basin. By Tom Major WA gas supply and demand 2024-34 (TJ/d) 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 Potential gas supply 1,143 1,190 1,121 1,207 1,192 1,412 1,335 1,301 1,214 1,173 1,144 Gas demand 1,119 1,069 1,082 1,154 1,354 1,342 1,357 1,378 1,371 1,343 1,336 Difference (% ± of demand) 2 11 4 5 -12 5 -2 -6 -12 -13 -14 Source: Aemo Send comments and request more information at feedback@argusmedia.com Copyright © 2024. Argus Media group . All rights reserved.

Indonesia’s Pertamina seeks UCO for SAF output


19/12/24
19/12/24

Indonesia’s Pertamina seeks UCO for SAF output

Singapore, 19 December (Argus) — Indonesia's state-owned refiner Pertamina is seeking around 500t of used cooking oil (UCO) for trial production of co-processed sustainable aviation fuel (SAF) at its Cilacap refinery in the first quarter of 2025, sources close to the company said. The refiner is seeking UCO with better specifications from domestic Indonesian suppliers, said traders and sellers. The UCO will likely have a maximum of 2pc free fatty acid (FFA) content — compared with Argus -assessed maximum 5pc FFA Indonesian UCO — as well as low metals and chlorides content, said a trader, although this could not be confirmed with Pertamina. Earlier in December, Pertamina's refining and petrochemical subholding company, Kilang Pertamina Internasional (KPI), signed an initial agreement with Indonesian UCO supplier, PT Gapura Mas Lestari. Gapura will be supplying UCO to Pertamina in 2027, sources from both companies said. Indonesia's co-ordinating Ministry for Maritime Affairs and Investment had announced in September that international flights departing the country will be required to use 1pc SAF in their fuel mix in 2027. This will rise to 2.5pc by 2030, 12.5pc by 2040, 30pc by 2050, and 50pc by 2060. Pertamina's "green refinery" at its 348,000 b/d Cilacap plant aims to process 6,000 b/d of UCO to produce hydrotreated vegetable oil (HVO) and SAF, when its second phase comes on line, targeted to be in 2026 . Cilacap is eventually expected to produce around 300,000 kilolitres of HVO and SAF annually. Pertamina said Cilacap's HVO will be used as a blending component in diesel fuel with better quality, compared with traditional fatty acid methyl ester biodiesel. The firm added that its HVO is also designed to meet stringent market standards in countries like those in Europe and North America. Its SAF will meet Indonesia's demand, which is likely to rise after the country released its national roadmap for SAF development in September. Cilacap currently produces HVO, but from refined, bleached and deodorized palm oil, and SAF from refined, bleached and deodorized palm kernel oil, a product of palm kernel oil processing. By Sarah Giam Send comments and request more information at feedback@argusmedia.com Copyright © 2024. Argus Media group . All rights reserved.

US Army Corps proposes new Illinois River lock


18/12/24
18/12/24

US Army Corps proposes new Illinois River lock

Houston, 18 December (Argus) — The US Army Corps of Engineers (Corps) has proposed a new lock to replace the LaGrange Lock and Dam (L&D) near Beardstown, Illinois, as part of the Navigation and Ecosystem Sustainability Program (NESP). The project would be the first new lock for NESP, a program that invests in infrastructure along the Mississippi and Illinois rivers. The new 1,200ft proposed LaGrange Lock would allow for passage of more barges in a single lockage, instead of having to split the tow in two with the current 600ft LaGrange Lock. At the moment, most tows trying to pass through the LaGrange lock experience multiple hour delays. The new LaGrange lock would have an estimated cost of $20mn, with a construction timeline of five years. The project area would be located on the west bank of the Illinois River near the 85-year old LaGrange L&D, encompassing 425 acres. Real estate acquisition, design plans and contractors are already in place, said the Corps. The current LaGrange lock would remain in operation and become an auxiliary chamber. The Corps opened the upcoming project to public comments on 11 December and will close on 3 January. NESP has four other projects along the Mississippi River. Another full lock construction project is anticipated for Lock and Dam 25. By Meghan Yoyotte Send comments and request more information at feedback@argusmedia.com Copyright © 2024. Argus Media group . All rights reserved.

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