W
orrying can be a way of life for scrap dealers, who when the markets are low can worry whether they’ll be ready for when markets finally improve.For most of the past two years it is the flip side of that coin that those with worrying tendencies have been concerned about: With markets so good, will they be ready to handle the change when prices come back down to Earth?
Based on global economic conditions, there are some market fundamentals that would seem to ease those concerns in the near term. The warp speed economic growth of China is being joined by heated economies in other Asian nations—including India, with the world’s second largest population.
However, if there is one lesson commodities market veterans can teach younger players, it is to expect the unexpected.
STRIVING IN ASIA. No coverage of the commodity markets for the past five years has been complete without mention of the phenomenal growth in China’s manufacturing sector.
Steel has been a vital material in the Chinese manufacturing and infrastructure boom. And even though Chinese steelmakers have preferred less scrap-intensive integrated steelmaking technology rather than electric arc furnace (EAF) methods, the tremendous burst in overall steel production has still driven increased demand for ferrous scrap each of the last several years.
Statistics from the International Iron and Steel Institute (IISI), Brussels, indicate no signs of a slowdown in China. Steelmakers in China produced more than 50,000 metric tons of crude steel in the first two months of 2005, compared to 40,700 metric tons in the first two months of 2004. That 22.9 percent increase far outpaces global growth of 6.2 percent, according to the IISI.
Most other major steel producing nations showed modest gains in steel production, with the expanded family of the European Union (which now includes 25 nations) showing a 1.6 percent gain for the early portion of 2005. Italy is among the top performers thus far in 2005, while the U.K. is showing a slowdown.
That percentage increase was identical to the 1.6 percent gain demonstrated in the United States, and just below a 1.9 percent gain in South Korea. Japan, Canada and Australia are among the nations showing a slowdown in steel production in early 2005 vs. their early 2004 production rates.
An economic report released by the World Bank in early April proposes that the global economy hit a peak of sorts in 2004 and that leading indicators are signifying some cooling down in the global economy for 2005.
The organization’s annual Global Development Finance Report is predicting that the U.S. economy will grow in 2005, but at a slightly slower pace than in 2004. Similarly, the report sees the global economy slowing in 2005 and into 2006.
A few days after that report, however, news of a potential cooperative trade agreement between China and India could cause a refiguring of the global economic short-term outlook.
Delegates from both nations signed a statement pledging to promote economic ties and to attempt to work out demarcation disputes along their mountainous border region.
While China’s manufacturing economy has boomed as it has upgraded its transportation and utility infrastructures, India’s manufacturing growth has been comparatively modest.
A pact with China could provide fuel to India’s infrastructure, as well, if it begins to trade more with its northern neighbor.
Global demand should continue to keep steel and ferrous scrap prices high, at least one forecaster predicts. An April report from Goldman Sachs cites steel demand in China and the U.S. as the reason steel pricing will remain aloft in 2005.
The investment company’s European analysts see the overall global scene helping not only U.S. and Chinese steelmakers to profitability, but also European firms, such as Germany’s ThyssenKrupp, the U.K.-Dutch Corus Group and Arcelor, with significant holdings in France, Luxembourg and Spain.
The same Goldman Sachs forecasters predict China’s gross domestic product will rise 8.8 percent this year, ensuring the nation will continue to import rather than to export steel.
THE HOME FRONT. In terms of local (domestic) scrap generation and demand, 2005 has not provided any indications of a sharp drop in its early months.
Switching Off Mercury |
On the scrap supply side, obsolete automobiles have been a vital part of the ferrous scrap stream for several decades. The advent and progression of shredding and separating technology has funneled obsolete autos from auto salvage and dismantling operations to shredder plants, where the ferrous portion is shredded together with all other parts of the auto—including many that may not be wanted by the steel mill. In some cases, the unwanted material is dirt or nonferrous metals that are considered "tramp elements" not wanted as alloyed elements. In the case of mercury, however, this substance is not wanted for its potential environmental and human health aspects. Mercury is unsafe for human contact and, thus, should not be handled. Additionally, mercury that is melted in steel furnaces can make its way into the surrounding airspace through the emissions stack. Mercury is found in automobiles in the form of switches (they look like capsules or small bullets) used most commonly in hood, trunk or other light fixtures. There are ways these switches can be removed from these locations safely and sent to recyclers who will handle them safely. The sticking point comes in who pays to do this. The auto dismantling and auto shredding industries both work to reduce labor costs, and neither is anxious to add the labor hours or assume full environmental responsibility to remove the switches. Automakers contend that these two industries profit from the recycling that is done, so they should assume the cost of safe mercury switch removal. Some states have passed either recommendations or laws governing mercury switch removal, but many of these policies come under attack from either recyclers or the auto industry. In a recent feature article in its association magazine, the Automotive Recycling Association (ARA) notes that the concerned parties are continuing to look for a jointly acceptable solution, as each of them has fears as to how a final U.S. EPA regulation might affect them. |
Scrap dealers are all too aware of the roller coaster nature of the commodities markets, and many are no doubt nervously awaiting a sudden drop.
Among the reasons for concern would be the health of the two remaining U.S.-based automakers. Both General Motors and Ford Motor Co. have reported plunging profit expectations for 2005.
Securities analysts assessing GM’s and Ford’s plights point not only to declining market share, but also to weighty health care and benefits costs for current employees and retirees.
The blame assigned to benefit and pension costs is reminiscent of the steel industry shakeout of the previous few years, when long-time steel industry names, such as Bethlehem Steel, National Steel and Weirton Steel, disappeared.
Few are suggesting that either GM or Ford are in imminent peril, but if major overhauls of the two companies takes place, it is safe for scrap suppliers to question whether they will be able to churn out as many vehicles—and thus use as much sheet steel or as many cast iron engine parts as they did in the early part of this decade.
In the first quarter of 2005, North American vehicle production was down about 3.6 percent, according to industry statistics gathered by trade publication Ward’s Auto World.
The 160,000 fewer vehicles produced in that time span represents that many fewer cars and trucks made in the United States, Canada and Mexico, adding up to several tens of thousands of tons less of steel being consumed.
The construction economy remains fairly healthy across the board, keeping demand for structural steel and reinforcing steel solid. New home construction generally brings about demand for new steel-clad appliances as well (washers, driers, refrigerators, air conditioners, HVAC systems, etc.), providing a home for sheet steel and small motors.
Scrap-melting electric arc furnace steel mills in the United States largely reported good results in 2004, and early indications for 2005 also seem positive.
Steel Dynamics Inc. (See "Dynamic Approach" in the March 2005 issue of Recycling Today), Fort Wayne, Ind., enjoyed a record year for revenue and income in 2004, as did Nucor Corp., Charlotte, N.C., the world’s largest EAF steelmaker.
THE MATERIAL WORLD. Having looked at steel’s traditional markets, the next logical question might be whether these markets will remain devoted to steel as a material.
In the auto segment, a number of materials (including aluminum, plastic and powdered metals) have chipped away at the average steel content of a typical vehicle, but steel and iron retain overall leadership.
The potential of a tight (thus, expensive) petroleum market could both harm and help automotive steel at the same time. Costly fuel will continue to drive demand for lighter-weight vehicles, and could even douse American passions for SUVs and larger vehicles.
On the other hand, plastics are petro-chemicals, and they are already rising in price because of petroleum’s price gains. Steelmakers offering lightweight steels and alloys may be able to regain some of the component market if the cost of plastic begins to soar.
A maker of composite automotive interior components has reported to the Detroit News that his company’s polypropylene costs have risen 55 percent in recent months.
Steel costs have also soared in the overall commodities boom market of the past two years, so thus far it has been difficult to gain an edge over plastic.
In the near term, ferrous scrap dealers are receiving plenty of inquiries from buyers of their scrap, and most see 2005 as a continuation of a pattern where buying sufficient scrap supply will remain the critical challenge.
The author is editor of Recycling Today magazine and can be contacted at btaylor@gie.net.
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