收購非洲比較大銅礦 中國長遠(yuǎn)布局鈷供應(yīng)
隨著洛陽鉬業(yè)(China Molybdenum)本月早些時候宣布正在收購非洲最大銅礦之一，有一點很快變得明朗：這項收購遠(yuǎn)不止是奔著這種紅色金屬而來。
The $2.65bn deal, the biggest private investment inthe Democratic Republic of Congo’s history, isinstead designed to secure China’s supplies ofcobalt, a once niche raw material that is crucial to developing batteries for electric cars.
相反，這筆26.5億美元、剛果民主共和國(DRC)歷史上最大規(guī)模的私人投資，旨在確保中國的鈷供應(yīng)。鈷曾是一種利基原材料，如今對研發(fā)電動汽車電池至關(guān)重要。
The purchase of the Tenke mine, which contains one of the world’s largest known deposits ofcopper and cobalt, shows how Chinese companies are now moving to take a dominant positionin battery materials as the country prepares to shift its economy from heavily pollutingindustries.
Tenke銅鈷礦是世界已知銅、鈷儲量最多的礦之一，收購該礦顯示出，在中國準(zhǔn)備使本國經(jīng)濟(jì)擺脫高污染產(chǎn)業(yè)之際，中國企業(yè)正在電池材料領(lǐng)域搶占主導(dǎo)地位。
Companies that make batteries for carmakers, from Tesla Motors to General Motors, will beincreasingly reliant on Chinese-controlled supply chains as they scale up production of theelectric cars western policymakers hope will help cut emissions and reliance on imported oil.
隨著從特斯拉汽車(Tesla Motors)到通用汽車(General Motors)的汽車制造商不斷提高電動汽車產(chǎn)量，為他們生產(chǎn)電池的企業(yè)將越來越依賴中國企業(yè)控制的供應(yīng)鏈。西方政策制定者希望電動汽車能有助于減少碳排放以及對進(jìn)口石油的依賴。
“The majority of the cobalt is heading straight to China,” said Edward Spencer, an analyst atmetals consultancy CRU. “Their global hold is huge.”
“大多數(shù)鈷都直接運往中國，”金屬商品咨詢機(jī)構(gòu)英國商品研究所(CRU)分析師愛德華•斯賓塞(EdwardSpencer)說，“他們控制著巨大的全球份額。”
If the Tenke mine deal goes through, Chinese companies will be responsible for around 62 percent of global refined cobalt production next year, according to CRU estimates. Demand forthe material is expected to soar by more than two-thirds over the next decade.
根據(jù)CRU的估算，如果Tenke銅鈷礦收購?fù)瓿?，中國企業(yè)明年將占到全球精煉鈷產(chǎn)量的62%左右。未來10年，全球鈷需求預(yù)計將猛增逾三分之二。
In many ways, China is following a familiar playbook. At the turn of the millennium, the countrymoved to secure supplies of traditional commodities like oil and industrial metals, sometimesthrough acquisitions, other times through investments and loans-for-oil deals with countriessuch as Angola and Venezuela that held big deposits of the raw materials.
在很多方面，中國都遵循著相似的套路。在世紀(jì)之交，中國開始著手獲取石油、工業(yè)金屬等傳統(tǒng)大宗商品的供應(yīng)——有時通過收購，有時通過投資，或是與安哥拉、委內(nèi)瑞拉等原材料儲量豐富的國家簽訂貸款換石油協(xié)議。
But China’s control of other commodities last decade raised strategic concerns in Washingtonand Tokyo, after so-called rare earth metals — which were then primarily mined in China —were subject to export restrictions.
但中國限制所謂的稀土金屬(當(dāng)時主要在中國開采)出口后，過去10年中國對其他種類大宗商品的控制引起了華盛頓和東京方面的戰(zhàn)略擔(dān)憂。
Beijing is now pushing the development of its electric vehicle market as a strategic goal,aiming to make its carmakers more competitive abroad while reducing air pollution at home.
如今，北京方面正將推動本國電動汽車市場發(fā)展作為戰(zhàn)略目標(biāo)，希望提升本土汽車制造商在國際上的競爭力，同時減少國內(nèi)空氣污染。
China Moly’s largest shareholders are Luoyang Mining Group, a state-owned company, andCathay Fortune Corp, a Shanghai-based private equity company.
洛陽鉬業(yè)的大股東包括國企洛陽礦業(yè)集團(tuán)(Luoyang Mining Group)和總部位于上海的私人股本公司鴻商產(chǎn)業(yè)控股集團(tuán)(Cathay Fortune Corp)。
The DRC, one of the world’s poorest countries, accounts for over half of the world’s supply ofcobalt, which is also used in smartphone batteries. The Tenke mine, which lies in the south-eastof the DRC, some 175km north-west of the provincial capital of Lubumbashi, last yearproduced 16,000 tonnes of cobalt and it has reserves that could last 25 years, according to thecompany.
剛果民主共和國是世界最貧窮國家之一，供應(yīng)全球一半以上的鈷。鈷也用于智能手機(jī)電池的生產(chǎn)。Tenke銅鈷礦位于剛果民主共和國東南部，在省會城市盧本巴希(Lubumbashi)西北約175公里。洛陽鉬業(yè)表示，去年Tenke鈷產(chǎn)量為1.6萬噸，其鈷儲量還可繼續(xù)開采25年。
“Chinese strategists have long seen the DRC as one of the prime places for Chinese access toraw material, including cobalt,” says Alex Vines, head of the Africa programme at ChathamHouse. “I’ve always suspected the natural resources-for infrastructure model that happened inAngola was actually a testing of a model they wanted to deploy in the DRC.”
“中國戰(zhàn)略家們長期以來一直將剛果民主共和國視為中國獲得包括鈷在內(nèi)的原材料的理想地之一，”英國皇家國際事務(wù)研究所(Chatham House)非洲項目負(fù)責(zé)人亞歷克斯•瓦因斯(Alex Vines)表示，“我一直懷疑在安哥拉推行的自然資源換基礎(chǔ)設(shè)施模式實際上是一次測試，中國人希望將這種模式應(yīng)用在剛果民主共和國。”
Around 93 per cent of China’s cobalt units originate in the DRC, according to analysts atMacquarie, the highest proportion of commodity supply from a single country. That is unlikeother battery commodities such as lithium, where China can supply 17 per cent of its ownsupply.
麥格理(Macquarie)的分析師表示，中國約93%的鈷原料來自剛果民主共和國，這是由單個國家供應(yīng)大宗商品的最高比例。這還不同于鋰等其他電池原料商品，中國國內(nèi)可以提供17%的鋰原料供應(yīng)。
“There’s no other commodity where China is so reliant on a single country,” says ColinHamilton, an analyst at Macquarie. “When you have that concentration risk they want somedegree of security.”
“在其他大宗商品上，中國都沒有如此依賴單個國家，”麥格理分析師科林•漢密爾頓(Colin Hamilton)表示，“當(dāng)面臨這種集中度風(fēng)險時，他們需要某種程度的安全保障。”
The move into cobalt partly reflects the rise of Asian battery companies, which already accountfor the bulk of the world’s production of lithium-ion batteries, the main type of battery used inmost modern electrical devices, from smartphones to electric vehicles. Over 90 per cent of newlithium-ion battery manufacturing projects in the pipeline are expected to be in China.
進(jìn)軍鈷礦開采在一定程度上反映出亞洲電池企業(yè)的崛起，全球很大一部分鋰離子電池——從智能手機(jī)到電動汽車的多數(shù)現(xiàn)代電子設(shè)備普遍使用的電池類型——都由亞洲電池企業(yè)生產(chǎn)。在新規(guī)劃的鋰電池生產(chǎn)項目中，逾90%預(yù)計將落戶中國。
The main exception is Tesla Motor’s giant new gigafactory under construction in Nevada. Thecompany is ramping up production of its new Model 3 mass market car, aiming for 500,000vehicles by 2018, though analysts question where it will source the raw materials for itsbatteries.
一個主要的例外是特斯拉在內(nèi)華達(dá)州的在建新鋰電池超級工廠。特斯拉正在提高新大眾車型Model 3的產(chǎn)量，目標(biāo)是到2018年年產(chǎn)50萬輛，但分析師質(zhì)疑它將從哪里獲得制造電池所需要的原材料。
While battery makers are reducing the amount of cobalt they use in favour of other metals suchas nickel or manganese, it is not expected to fall below 10 to 20 per cent in the most popularbattery technologies for cars in the 2015-2020 timeframe, according to Adam Collins, ananalyst at Liberum.
Liberum的分析師亞當(dāng)•柯林斯(Adam Collins)表示，雖然電池制造商正在減少鈷的使用量，而更多地采用鎳、錳等其他金屬，但在2015至2020年期間，在最受歡迎的汽車電池技術(shù)中，鈷所占比例預(yù)計不會下降至10%至20%以下。
Belgium-based Umicore, which supplies cathode materials to major battery makers, said lastmonth it would triple production of nickel-manganese-cobalt materials at its plants in SouthKorea and China over the next three years. That was confirmation the NMC cathode is “thetechnology of choice for the vast majority of platforms”, the company’s CEO Marc Grynbergsaid.
為大型電池制造商提供陰極材料、總部位于比利時的Umicore公司上月表示，將在未來3年將其韓國和中國工廠的鎳錳鈷合金材料產(chǎn)量提高2倍。該公司首席執(zhí)行官馬克•格林貝格(Marc Grynberg)表示，這相當(dāng)于確認(rèn)鎳錳鈷陰極材料為“絕大多數(shù)平臺的首選技術(shù)”。
“This is unlikely to change in the near future and the technology road map shows NMC ashaving great potential to enable batteries to reach the car manufacturers’ target in terms ofboth driving range and system costs,” he said.
他說：“這不大可能在不久的將來發(fā)生變化，技術(shù)發(fā)展藍(lán)圖顯示，鎳錳鈷材料有巨大的潛力，能夠讓電池在汽車行駛里程和系統(tǒng)成本兩項上都達(dá)到汽車制造商的目標(biāo)。”
Still, there are some versions of the lithium-ion battery, such as the lithium iron phosphatetechnology, that does not use any cobalt. But while such batteries are safer, analysts say theylack the energy density of other lithium-ion technologies, limiting their uses.
不過，還有一些其他類型的鋰離子電池——如磷酸鋰鐵技術(shù)——不使用任何鈷原料。雖然此類電池更安全，但分析人士表示，由于達(dá)不到其他鋰離子技術(shù)的儲能密度，它們的應(yīng)用受到了限制。
“Though we don’t believe the narrative that there is a cobalt crisis,” said Chris Berry, ananalyst at House Mountain Partners in New York. “We do see higher looming cobalt prices asChina plays the ‘long game’ to dominate the cobalt supply chain.”
“雖然我們不認(rèn)為鈷供應(yīng)出現(xiàn)了危機(jī)，”紐約House Mountain Partners的分析師克里斯•貝里(Chris Berry)說，“但隨著中國長遠(yuǎn)布局以主導(dǎo)鈷的供應(yīng)鏈，鈷價肯定會出現(xiàn)上漲。”
