AMG: lithium met de laagste kostprijs

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Sectornieuws:

Eramet to Decide on Argentina Lithium Project in Q1 of 2020

Reuters reported that French mining company Eramet plans to make a final investment decision in the first quarter of 2020 on its lithium development project in Argentina, with an aim to start production by the end of 2021. CEO Ms Christel Bories said that Eramet earlier predicted the FID would be made at the earliest in the fourth quarter of this year, but the decision has been slightly delayed due to the change in Argentina’s government. Ms Bories added that “It’s more probable that we will make the decision early next year, but we are talking about a delay of a couple of months. The company is in talks with potential customers and it has already tested product from the pilot plant with some potential customers.”

Another official at the company said potential customers include companies in Japan, China and Europe and some letters of intent and memorandums of understanding have been signed.

Source : Reuters
rene66
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Lithium Miners News For The Month Of November 2019

Summary

Lithium prices were slightly lower in November. Mining.com - "Lithium price: Worst may be over for Australian producers."

Lithium market news - Pallinghurst and Traxys to invest $2bn in battery materials.

Lithium company news - BMW orders more than 10 billion euros' worth of battery cells.


seekingalpha.com/article/4309355-lith...
DeZwarteRidder
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Europese Commissie verleent toestemming aan Europese Batterij Alliantie

(ABM FN-Dow Jones) De Europese Commissie heeft toestemming verleend aan de Europese Batterij Alliantie, een belangrijk project van gemeenschappelijk Europees belang die zich op accu’s zal focussen. Dit maakte de Europese instelling maandag in een persbericht bekend.

De Commissie aanvaardt 3,2 miljard euro aan overheidssteun van de zeven EU lidstaten die in het project meedoen, waaronder België, Frankrijk en Duitsland.

De verwachting is dat hiermee nog eens 5 miljard euro aan privé-investeringen kan worden aangetrokken. Het volledige project zou volgens planning tegen 2031 moeten klaar zijn, aldus de Commissie.

“Dankzij de steun die nu groen licht krijgt, kan dit belangrijke project van start gaan zonder dat de mededinging buitensporig wordt verstoord”, aldus vice-voorzitter Margrethe Vestager in een toelichting.

Door: ABM Financial News.
info@abmfn.nl
DeZwarteRidder
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A New Age for Palladium and Lithium
Omri Wallach Omri Wallach, Stockhouse
2 Comments| December 5, 2019

The continued upwards momentum for the metal is even causing noted gold-only investors to inject capital into the Palladium market. Palladium, one of the six platinum group metals (PGMs), is a key component of the automotive industry, as most of its use comes in the form of catalytic converters that reduce harmful automobile exhaust.

As Palladium demand has gone up, key suppliers such as Russia and South Africa have been unable to keep up, leading to industry participants looking elsewhere for lucrative deposits. The only two primary PGM producers in North America, Stillwater Mining and North American Palladium, have been acquired by South African companies over the past 3 years. When considering the ageing infrastructure, increasing wage costs and general political instability in Russia and South Africa, palladium deposits in North America look even more attractive.

One of the companies invested in the space is New Age Metals Inc. (TSX-V:NAM, OTC:NMTLF, Forum), with two PGM deposits at different stages of the exploration and development cycle. The Company’s River Valley PGM Project is within 100km of Sudbury, Ontario and had a Preliminary Economic Assessment (PEA) completed over the summer, and last month, its Genesis PGM Project in Alaska was found to have double the size of prospective mineralization.

Stockhouse readers may be familiar with New Age Metals from an October feature that highlighted the Company’s unique position in PGMs and another “opposing” metal, lithium. While the automobile industry requires palladium for gasoline-powered vehicles, the rising demand for electric vehicles relies heavily on lithium.

In Manitoba, New Age Metals has 100% ownership of seven lithium and rare element projects, and last month the Company announced it received a drill permit from the provincial government for its sizeable Lithium Two deposit which has a historical non-NI 43-101 compliant resource of 544,460 tonnes grading 1.4% Li2O.

Stockhouse Editorial recently had the opportunity to catch up with Harry Barr, the Chairman and CEO of New Age Metals. We discussed the strong market moves for palladium, the Company’s recent impressive results, and what’s on the docket for New Age Metals in 2020.
rene66
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Lithium Miner News For The Month Of December 2019


Summary:

Lithium prices were lower again in December. Most experts are saying the bottom is very close and that lithium prices should pick up in H2 2020.

Lithium market news - Canaccord: Lithium needs US$30 billion to meet long-term demand. Battery prices fall nearly 50% in 3 years.

Lithium company news - Ganfeng Lithium signs supply agreement with BMW. Alita Resources repays Galaxy Resources its outstanding debt, backed by new Chinese investors.

seekingalpha.com/article/4314058-lith...
TegenBeterWetenIn
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Het is natuurlijk verschrikkelijk wat er gebeurt in Australië, maar puur economisch gezien vraag ik me af of de spodumene productie daar in gevaar komt.
DeZwarteRidder
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quote:

TegenBeterWetenIn schreef op 6 januari 2020 17:14:


Het is natuurlijk verschrikkelijk wat er gebeurt in Australië, maar puur economisch gezien vraag ik me af of de spodumene productie daar in gevaar komt.

Die komt totaal niet in gevaar, want die zit aan de andere kant van Australië.
TegenBeterWetenIn
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quote:

DeZwarteRidder schreef op 6 januari 2020 17:17:


[...]
Die komt totaal niet in gevaar, want die zit aan de andere kant van Australië.


Inderdaad Ridder, tot nu toe lijkt Greenbushes nog niet getroffen.
rene66
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Lithium Is Set To Soar - A 2025 Price Forecast

Samenvatting

Vooral vanwege de snelle acceptatie van EV's, ziet lithium een ongelooflijke groei van de vraag, die in 2025 1.637 miljoen ton zou moeten bereiken.

De vrees voor overaanbod is overdreven en de vraag zal tegen het einde van het jaar opnieuw opwegen tegen het aanbod, dat in de nabije toekomst zou moeten worden volgehouden.

De vrees dat lithiumcarbonaat overbodig wordt vanwege lithiumhydroxide is overdreven en het metaal zal aanhoudende vraag kunnen zien als gevolg van factoren zoals kosten en toegankelijkheid.

Ik verwacht dat de lithiumprijs in de tweede helft van dit jaar zal veranderen, waarbij de prijzen voor zowel carbonaat als hydroxide tegen het einde van het jaar $ 12.000 per ton zullen bedragen.

In 2025 verwacht ik dat lithiumcarbonaat een prijs van $ 13.000 per ton zal bereiken, terwijl hydroxide ongeveer $ 16.500 per ton zou moeten kosten.

seekingalpha.com/article/4315728-lith...
TegenBeterWetenIn
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TegenBeterWetenIn
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Bloomberg:
Germany and France set out a blueprint for a giant battery factory, advancing Europe’s 5 billion euro ($5.5 billion) bid to rival the capacity of Tesla Inc. China to supply the key part for electric vehicles.
[...]
The European governments also aim to incorporate tighter emission standards in production and recycling stipulations, which may create hurdles for Asian products. European battery cells “won’t be comparable with cheap Chinese products,” Altmaier said last year.
DeZwarteRidder
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Alle autofabrikanten zijn op zoek naar het ei van Columbus: een batterij voor de elektrische auto die optimaal presteert, lang meegaat en het milieu op geen enkele manier aantast. Een organische batterij is volgens Mercedes-Benz dé oplossing.
Niek Schenk 25-04-20, 15:00

Voor de definitieve doorbraak van de elektrische auto is het batterijenpakket de allesbepalende factor. Pas als opladen net zo vlot gaat als het voltanken van een benzineauto en het rijbereik even groot is, wordt de elektrische auto een volwaardig alternatief voor benzine- en dieselauto’s. En dan moet die batterij ook nog betaalbaar zijn.

Autofabrikanten investeren daarom met man en macht in nieuwe accutechnologie. De grote vraag is: welke batterijtechniek heeft de toekomst? Professor Andreas Hintennach houdt zich daar dagelijks mee bezig. Hij leidt bij Mercedes-Benz het onderzoek naar de autobatterij van de toekomst. Hij is chemicus en arts en werkte onder meer bij het vermaarde Massachusetts Institute of Technology (MIT).

,,Veiligheid, gewicht en duurzaamheid spelen een cruciale rol in de ontwikkeling’’, zegt Hintennach. ,,Batterijen vormen de belangrijke basis van elke elektrische auto. Daarom willen we bij Mercedes alles in eigen hand houden: van de ontwikkeling tot de productie, waarbij we uiteraard streven naar CO2-neutraal.’’
Complex

Het onderzoek is volgens Hintennach veelomvattend: ,,Het gaat niet alleen om de batterij, maar ook om de complexe computer die nodig is om de werking van zo'n batterij aan te sturen, inclusief de juiste bedrijfstemperatuur.’’

De zoektocht in opdracht van moederbedrijf Daimler richt zich op een veelvoud van voertuigen: van kleine stadsauto’s als de Smart, tot de grote SUV’s, bestelwagens, vrachtauto’s en bussen van Mercedes-Benz. En het gaat niet alleen om volledig elektrische auto's maar ook om brandstofcelauto's en (plug-in) hybrides, die soms andere eisen stellen.

Ze zijn er nog lang niet, geeft Hintennach toe: ,,Wat betreft milieuvriendelijkheid staat de elektrische auto nog op achterstand. Waar de fabricage van de verbrandingsmotor in 133 jaar tijd is geoptimaliseerd, veroorzaakt de productie van een batterijenpakket meer luchtvervuiling. Daar is nu eenmaal meer energie voor nodig.

Zitten de batterijen uiteindelijk in een auto, dan is deze aandrijfvorm natuurlijk wel veel milieuvriendelijker. Zelfs als we elektrische auto’s niet met groene stroom opladen, genereren ze tijdens hun volledige levenscyclus nog altijd 40 procent minder luchtvervuiling in vergelijking met een benzineauto.’’

Kobalt

Volgens Hintennach zitten er nog veel haken en ogen aan de huidige generatie batterijen, zoals het daarin toegepaste kobalt. De winning daarvan in mijnen, onder meer in Congo, staat regelmatig ter discussie als het gaat om schending van mensenrechten en schade aan het milieu.

Hintennach: ,,Wij eisen tegenwoordig van onze toeleveranciers dat ze aan strenge eisen voldoen en dat ze transparant zijn over de herkomst. De gehele toevoer wordt door ons streng geregisseerd. Elektrisch rijden is immers pas echt duurzaam als ook de grondstoffen onder duurzame omstandigheden worden verkregen.’’

Inmiddels is het aandeel kobalt in een batterij teruggebracht van een derde naar minder dan een vijfde, schetst Hintennach. ,,In ons laboratorium werken we zelfs al met een aandeel onder de 10 procent en dat wordt nog minder.’’

Met het recyclen van batterijen komt het uiteindelijk ook wel goed, verwacht hij. ,,Binnen acht tot tien jaar zullen we vrijwel alle batterijen kunnen recyclen.’’

Binnen acht tot tien jaar zullen we vrijwel alle batterijen kunnen recyclen
Andreas Hintennach, Daimler AG

Solid-state

Nu rijden de meeste elektrische auto’s nog met lithium-ionbatterijen. Die hebben een relatief hoge energiedichtheid, maar er zijn zorgen over het brandgevaar. Met enige regelmaat vliegen zelfs geparkeerde elektrische auto’s in brand, meestal tijdens het opladen. En is het vuur eenmaal gedoofd, dan kan de brand telkens opnieuw oplaaien.

Volgens Hintennach bestaan er goede alternatieven voor de lithium-ionbatterij, maar het ideale alternatief is nog niet gevonden: ,,Een vaste-stof-batterij, ook wel bekend als solid-state, blijkt veel veiliger. Het elektrolyt daarin is niet vloeibaar, zoals bij lithium-ion. Maar zo’n batterij is vrij duur om te maken en laat zich te langzaam opladen. Voordeel is wel dat hij geen kobalt, nikkel of mangaan bevat. We moeten nog werken aan het verlengen van de levensduur. Ook is de energiedichtheid lager, waardoor de accu relatief groot is. De solid state is daarom eerder geschikt voor bedrijfsauto’s dan voor personenauto’s. We gaan hem vanaf 2025 in onze eCitaro stadsbussen toepassen.''
Lithium-lucht

Ook andere alternatieven laten nog te wensen over, weet Hintennach. ,,Zo is er de lithium-luchtbatterij. Die heeft een extreem hoge energiedichtheid, maar een korte levensduur. Ook die is nog relatief duur om te produceren en de verdere ontwikkeling laat nog lang op zich wachten.’’

Een ander alternatief is de lithium-zwavelbatterij, met zijn hoge energiedichtheid. ,,De vervanging van nikkel en kobalt door zwavel maakt hem significant duurzamer. Hij is ook vrij goedkoop, maar zijn levensduur is nog te kort. Kortom, we zullen het nog jaren met lithium-ionbatterijen moeten doen.’’
Organisch

Is er eigenlijk komende decennia wel een superbatterij te verwachten? Volgens Hintennach is de toekomst aan organische batterijen. Die bevatten grafeen, een flinterdunne koolstof die beter geleidt dan koper en sterker is dan staal. De stof kan onder meer door het vergisten van voedselafval worden gecreëerd, maar de productie is nog wel duur.

Hintennach: ,,De organische batterij die wij begin dit jaar in ons studiemodel Vision AVTR presenteerden bestaat uit organische cellen gebaseerd op grafeen en op zeewater gebaseerde elektrolyt. Hij bevat geen zeldzame, giftige of schaarse grondstoffen meer. De conceptauto laadt binnen een kwartier volledig op en de batterij kan relatief klein worden gebouwd. Tegelijkertijd is met de getoonde auto een rijbereik van meer dan 700 kilometer mogelijk.’’

De organische batterij laat zich ook volledig recyclen, is de verwachting van Hintennach. ,,We streven ernaar dat hij na gebruik gewoon op de composthoop kan. Aangevuld met zijn extreem hoge energiedichtheid en de mogelijkheid tot supersnel laden maakt deze technologie veel indruk op mij. Ook al is er misschien nog wel meer dan 15 jaar onderzoek nodig voordat we organische batterijen daadwerkelijk in onze auto’s kunnen toepassen, hun potentieel is overduidelijk.’’

Onderzoeker Andreas Hintennach van Daimler AG: ,,We zullen het nog jaren met lithium-ionbatterijen moeten doen. Maar de organische batterij is veelbelovend.’’
TegenBeterWetenIn
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www.electropages.com/blog/2020/06/wha...

[...]
The recycling of lithium batteries is just not cost attractive because there is not much lithium in the cells but what gets recycling bean-counters excited is the financial advantages of extracting the high value cobalt and nickel content of the batteries. The consequence of this is that pretty much none of the lithium used in batteries is completely recycled.

All that could be changing when, for example, you look at the research that won the 2019 Nobel Prize for Chemistry.  

Work by the NTNU (Norwegian University of Science and Technology) on a project called Libre is progressing in finding a process that recovers materials from what it refers to as the black mass or, in other words, the black powder that is made up of the elements found in the large batteries used in EVs and in particular the battery's electrodes. Depending on how the battery is constructed, these materials can include nickel, cobalt, manganese, lithium and carbon.

But currently recycling lithium from EV batteries is not financially attractive as shown in a report from analysts Bloomberg but the research team is confident that will change in just a few years. How so? The researchers believe the number of EVs on our roads will climb during the next five years and they are right. Research has shown that by 2025 there will be approximately 14million EVs operating globally and of those 6.5million will be in Europe.

However, as positive and forward-thinking this Norwegian research is, lithium recycling is still considered by many as extremely challenging. Not least among these is Dr Gavin Harper, a Faraday Research Fellow at the University of Birmingham. 

In his view, the recycling challenge is not straightforward partly because there is an enormous variety in the chemistries, shapes and designs of the lithium ion batteries used in EVs. Individual cells are formed into modules, which are then assembled into battery packs. To recycle these efficiently, they must be disassembled and the resulting waste streams separated.

But it's not just academia that is interested in recycling, so are the car makers but only if it means it provides a source of low cost material that can be re-processed into new batteries.

Researchers at Princetown University have examined how a direct cathode-recycling process would compare to other recycling processes in terms of greenhouse gas (GHG) emissions and energy consumption. 

This method of battery recycling would be focused on keeping the cathode materials intact so that they can be used in future batteries. While all lithium-ion batteries use lithium to carry the charge, their cathodes—which store the lithium ions when the battery is discharged—can be made out of a variety of materials, such as nickel, manganese, or cobalt.

The researchers analysed the lithium-ion formulations commonly found in EV batteries. They identified that for cathodes containing metals like nickel, manganese and cobalt, direct cathode recycling could reduce the greenhouse gas emissions associated with manufacturing new cells from the materials and has the potential to be economically competitive with traditional cathode manufacturing.

So ultimately it would seem lithium recycling will become a more financially viable option. However, it will still have to prove to the corporate bean-counters that it's an attractive alternative to re-purposing old EV batteries into applications that are less demanding on battery performance than that of powering our cars.

Two factors come into play here. Firstly, the global stockpile of these batteries will reach 3.5 million by 2025 and secondly, many EV batteries which are redundant as far as vehicle propulsion is concerned still have between 65-70% of their operating capacity available.

It's not surprising then that in Japan, Nissan is re-purposing batteries to power street lighting and in France Renault has provided redundant car batteries to back-up elevators systems, and in the US, GM is using old Chevy Volt batteries to back-up its data centre. In addition to that, there numerous other applications for unwanted EV batteries like storing solar energy and powering homes by exploiting off-peak electricity charging facilities.

[...]
TegenBeterWetenIn
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Column: Lithium - the metal of the future with a futures problem

LONDON (Reuters) -
Lithium is the metal that will power the coming electric vehicle (EV) revolution.
The build-out of a lithium-ion battery chain, however, is at risk from depressed pricing and a lack of investment in new capacity.
“Money needs to start flowing into the lithium market quickly, or the road to electrification will be stunted by lithium supply, in even the most conservative of forecasts.”

That warning from specialist consultancy Benchmark Minerals Intelligence (BMI) was written in July last year. (“Lithium’s Price Paradox”)
Since then prices have slid further and COVID-19 has massively disrupted both battery manufacturing and end-use demand in a collapsing automotive sector.
Established lithium producers have cut output and deferred expansions. The junior players who joined the lithium rush of three years ago have left in search of other mineral bounty.
The renewed paradox is that with politicians focusing auto sector rescue packages on EVs, particularly in Europe, lithium supply should be gearing up not gearing down.
Its inability to do so is because the metal of the future still has no price visibility.

SEEING INTO THE FUTURE
Low prices have seen financing dry up for the lithium production sector.
Banks are more likely to commit to a new metals project if they have an idea of what the price might be when production starts - often a time lag of several years - and even more so if they can use a futures market to hedge some of the price risk they’re taking.
Lithium doesn’t offer such financing comfort. The London Metal Exchange (LME) has a potential contract in the works but it’s still months away and initial producer reaction has been cautious.
The market’s current pricing remains opaque and fractured. Fastmarkets, the LME’s pricing partner, assesses 27 prices in the lithium production chain from hard-rock spodumene to high-purity lithium hydroxide.

Lithium producers contend that even that level of coverage doesn’t capture the diversity of what is a bespoke product tailored for individual battery-maker specifications.
How, the argument follows, can you “commoditise” what isn’t a commodity?
This focus on semantics risks obscuring why any industrial sector needs future price visibility in the first place.
“It comes down to price behaviour,” according to Martin Abbott, former head of the LME and current head of globalCOAL, an online coal trading platform.
“If the nature of the market is such that the price is going to move around, then actually it’s the price behaviour that drives the need” for a futures price curve, Abbott told BMI’s recent “EV-Fest” forum.

BOOM, BUST...AND BOOM
Judged by this metric, lithium looks in desperate need of some futures transparency.
The price boom of 2016-2017 has been followed by a price bust as too much new production came onstream too soon.

The industry was still working through the glut when the coronavirus caused a demand shock, compounding the sense of oversupply.
Yet a new demand surge is already looming in the form of the multiple “green stimulus” packages as governments try and kick-start locked-down economies.
You don’t have to be a market genius to see that another price boom is coming sooner or later as an under-powered supply chain has to catch up with the next demand surge.
Lithium may not be a “commodity” in the dictionary sense but it’s definitely behaving like one price-wise.

COMMON STANDARDS
Lithium’s challenge, according to Abbott, is to find a standard or set of standards that is applicable to a product that is not chemically standard.
This is how markets such as copper work.
Each of the world’s copper mines produces a chemically unique concentrate product because no two copper deposits are exactly alike. But everyone agrees that the copper itself is the core tradeable price component, a common standard that provides a pathway to the copper futures market, where price risk can be hedged.

The globalCOAL platform provides a similar service for the coal market, where grades and specifications vary widely.
The success of any attempt to construct a lithium forward price curve will need producers and consumers to agree a comparable set of common standards applicable to the diversity of lithium product.

The LME is publishing Fastmarkets’ lithium index pricing on its website to help nudge physical market players towards standardisation.
But there is a strong sense the industry has only started the conversation on what might form the basis of either forwards or futures pricing.
FUTURE IMPERFECT
Yet the lithium industry still needs to do something, if it is to successfully evolve from the niche market of a decade ago to the metal that will power a global electric transport sector.

Compare and contrast with that other EV battery metal, nickel.
The LME three-month nickel price has also been hit hard by COVID-19, slumping to a March low of $10,865 from $18,850 per tonne in September last year.
But lower prices have prompted buying of long-dated nickel futures. Analysts at Citi note a surge in open interest beyond the front 12 months of the curve, suggesting hedging of future physical purchases by battery makers and automotive companies.
Such long-dated futures market purchases are themselves a powerful price support in a weak market.

Lithium producers would probably take any price help they can get right now. Lithium consumers would love the opportunity to lock in protection against the next price boom.
Successful new “commodity” contracts “are driven first off by the fact they are needed – and that’s generally around price discovery”, according to globalCOAL’s Abbott.
The need for lithium forward pricing is becoming more urgent.

The electric vehicle revolution may have hit pause. But the accumulating national “green stimulus” programmes are going to jump-start it.
The lithium industry needs some way of gauging the future price horizon if it’s going to meet that demand challenge.
TegenBeterWetenIn
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Beetje herhaling van hetgeen al bekend was...



Battery Metal Lithium Left Behind as Commodities Rebound

Stimulus packages that promote electric-vehicle sales will lead to higher lithium prices in the coming years, analysts said

By

Joe Wallace

Updated June 29, 2020 3:24 pm ET

As oil, copper and other commodities rebound from their coronavirus slump, a metal that powers electric vehicles has been left in the dust. That could change, as lithium is poised to benefit from stimulus packages that aim to reduce greenhouse-gas emissions.

Prices for compounds of lithium, a silvery metal that goes into lithium-ion batteries, have kept grinding lower after the pandemic knocked car sales world-wide.

The price of lithium carbonate, produced from salt lakes in Chile and Argentina, dropped 42% in May from a year earlier to $6,582 a metric ton, according to Benchmark Mineral Intelligence. Lithium hydroxide, found in rocks known as spodumene in Australia and favored for batteries that power longer-distance vehicles, fell 34% to $8,975 a ton.

The market will keep retreating through the third quarter, according to Citigroup analyst Harsh Bardia, extending a bust that began in 2018 after rising prices prompted a surge in new production. The glut of metal expanded last year when China scaled back subsidies for electric vehicles, eroding lithium demand in the world’s largest automotive market.

The manufacturing recession caused by the coronavirus has added to the pressure on lithium. Around two-fifths of demand comes from industries including glass and ceramics, as well as the production of lubricants for heavy machines, according to Mr. Bardia.

The pandemic has delayed the moment when growing sales of electric vehicles outside China whittle down the lithium surplus. But stimulus measures could lead to higher long-term demand for battery metals, prompting an increase in prices to incentivize new production, analysts said.

“Some of that regional diversification has been knocked back,” said Andrew Miller, product director at price-reporting agency Benchmark Mineral Intelligence. “The flip side, and you’re seeing this in France and Germany, is that the economic stimulus that’s been put in place is very much going to be geared toward electrification and green-energy initiatives.”

A €130 billion ($147 billion) spending package adopted by Germany in early June increased subsidies for the purchase of electric vehicles. It offered no incentives for buying combustion-engine cars. In France, the state boosted its rebate for buying an electric vehicle to €7,000 from €6,000 as part of a multibillion-euro effort to prop up the car industry.

Unlike oil or copper, lithium lacks a futures market that investors can use to wager on the direction of prices. The London Metal Exchange’s plan to introduce a lithium futures contract has faced delays, partly because of disagreement among producers about whether lithium is a commodity or a chemical.

Investors seeking to benefit from a rise or fall in lithium prices do so by betting on shares in major producers, which have rallied. Shares in North Carolina-based Albemarle Corp. have gained 32% since the end of March, while American depository receipts of Sociedad Química y Minera de Chile SA, known as SQM, have climbed 15%.

The pandemic has pushed back a pickup in electric-vehicle sales and lithium demand by around nine months, said Ernie Ortiz, managing director of Lithium Royalty Corp., an investment fund that buys revenue royalties from battery-metal projects. In the long run, the virus will accelerate the shift toward electric vehicles, especially in Europe, he said.

“There’s a realization that, going forward, it’s really going to be EV-centric,” said Mr. Ortiz, whose fund is part of Canadian asset manager Waratah Capital Advisors Ltd. “North America will be one of the last regions to really electrify.”

In Europe, electric-vehicle demand showed traction during the worst of the region’s epidemic. That is one reason why analysts have lifted their outlook for lithium demand in the coming years.
DeZwarteRidder
0
Mercedes-Benz werkt samen met Chinese fabrikant batterijcellen
03-07-2020 07:31 - Neemt belang van 3 procent in Farasis.

(ABM FN-Dow Jones) Mercedes-Benz is een strategische samenwerking aangegaan met de Chinese fabrikant van batterijcellen, Farasis Energy. Dit maakte eigenaar Daimler vrijdag bekend zonder financiële details.

De samenwerking is volgens Daimler een belangrijke stap op de weg naar CO2-neutraal rijden. Farasis is bezig om een fabriek voor batterijcellen te bouwen in het Duitse Bitterfeld-Wolfen. Dit zal 2.000 banen opleveren.

Mercedes-Benz neemt ook een belang in Farasis, dat momenteel aan een beursgang werkt, van circa 3 procent.

Door: ABM Financial News.
info@abmfn.nl
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