Depends on who you ask, there are signs that the friction in the oil rich South China Sea may be abating. Tensions seem to be easing in the short term, with nothing resolved to the long-term problem of border demarcation. Two countries in particular have been China’s main thorn in their quest to claim the entire sweep of the South China Sea – Vietnam and the Philippines – and in its dealings with both of them, China is rewarding cooperation and punishing dissidence.
Last month, Vietnam ordered Spanish firm Repsol to halt work on its Ca Rong Do (Red Emperor), where commercial drilling was imminent, later asking it to declare ‘force majeure’ following pressure from China. It is the second major cancellation in the southern Nam Con Son basin – which skirts China’s nine-dashed line – and could cost Repsol and partners some US$200 million in sunk investment. Vietnam has been vocal about pursuing its own energy agenda, but in the end, ended up having to kowtow to China.
The Philippines has also loudly proclaimed sovereignty over its part of the South China Sea, going as far as to bring the case to UNCLOS, which ruled in favour of the Philippines in a 2016 verdict that China refuses to recognise. However, since then, President Duterte has made cordial overtures to joint developments. While both sides have reiterated that joint oil and gas exploration will not affect their legal positions. The Philippines announced last week that cooperation was moving ahead after both countries claimed to recognise and accept each other’s ‘firm red lines’. It by no means settles the issue in the long run – indeed, successive governments could reverse the position – but it paves way for resources to be developed like in the Thailand-Malaysia Joint Development Area, legally unsettled but commercially viable. In choosing to engage, China has seemingly rewarded the Philippines with a mutually beneficial arrangement, a stance that it has not taken with the more belligerent Vietnam.
That’s not the best outcome, though, as the issue of maritime borders is still unsettled. China has always favoured bilateral talks with each of the claimants to the South China Sea – Malaysia, Indonesia and Brunei included – a divide and conquer strategy that allows it to throw its weight around. But with the USA absent to exert pressure for encompassing solution, favoured by the Obama administration but ignored by Trump, the countries of the South China Sea rim are sitting ducks against the might of China. Either they capitulate – and are rewarded with some crumbs – like the Philippines; or they defy – and end up capitulating anyway with nothing to show – like Vietnam. The vibe in the South China Sea may be seemingly calmer right now, but there are still dangerous currents beneath the surface.
The Current Weather Forecast: China and the South China Sea Nations
Vietnam – Choppy. China has been pressuring Vietnam to halt fishing and upstream activity.
The Philippines – Calmer. China has agreed to joint development of hydrocarbon resources
Malaysia – Calm. No clashes yet, but Malaysia controls part of the disputed Spratly islands.
Brunei – Calm. No clashes yet, but Brunei claims part of the disputed Spratly islands.
Indonesia – Choppy. No clashes yet, but Indonesia claims the waters around the Natuna islands are its ‘traditional fishing grounds’, effectively re-naming it “North Natuna Sea”
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When it was first announced in 2012, there was scepticism about whether or not Petronas’ RAPID refinery in Johor was destined for reality or cancellation. It came at a time when the refining industry saw multiple ambitious, sometimes unpractical, projects announced. At that point, Petronas – though one of the most respected state oil firms – was still seen as more of an upstream player internationally. Its downstream forays were largely confined to its home base Malaysia and specialty chemicals, as well as a surprising venture into South African through Engen. Its refineries, too, were relatively small. So the announcement that Petronas was planning essentially, its own Jamnagar, promoted some pessimism. Could it succeed?
It has. The RAPID refinery – part of a larger plan to turn the Pengerang district in southern Johor into an oil refining and storage hub capitalising on linkages with Singapore – received its first cargo of crude oil for testing in September 2018. Mechanical completion was achieved on November 29 and all critical units have begun commissioning ahead of the expected firing up of RAPID’s 300 kb/d CDU later this month. A second cargo of 2 million barrels of Saudi crude arrived at RAPID last week. It seems like it’s all systems go for RAPID. But it wasn’t always so clear cut. Financing difficulties – and the 2015 crude oil price crash – put the US$27 billion project on shaky ground for a while, and it was only when Saudi Aramco swooped in to purchase a US$7 billion stake in the project that it started coalescing. Petronas had been courting Aramco since the start of the project, mainly as a crude provider, but having the Saudi giant on board was the final step towards FID. It guaranteed a stable supply of crude for Petronas; and for Aramco, RAPID gave it a foothold in a major global refining hub area as part of its strategy to expand downstream.
But RAPID will be entering into a market quite different than when it was first announced. In 2012, demand for fuel products was concentrated on light distillates; in 2019, that focus has changed. Impending new International Maritime Organisation (IMO) regulations are requiring shippers to switch from burning cheap (and dirty) fuel oil to using cleaner middle distillate gasoils. This plays well into complex refineries like RAPID, specialising in cracking heavy and medium Arabian crude into valuable products. But the issue is that Asia and the rest of the world is currently swamped with gasoline. A whole host of new Asian refineries – the latest being the 200 kb/d Nghi Son in Vietnam – have contributed to growing volumes of gasoline with no home in Asia. Gasoline refining margins in Singapore have taken a hit, falling into negative territory for the first time in seven years. Adding RAPID to the equation places more pressure on gasoline margins, even though margins for middle distillates are still very healthy. And with three other large Asian refinery projects scheduled to come online in 2019 – one in Brunei and two in China – that glut will only grow.
The safety valve for RAPID (and indeed the other refineries due this year) is that they have been planned with deep petrochemicals integration, using naphtha produced from the refinery portion. RAPID itself is planned to have capacity of 3 million tpa of ethylene, propylene and other olefins – still a lucrative market that justifies the mega-investment. But it will be at least two years before RAPID’s petrochemicals portion will be ready to start up, and when it does, it’ll face the same set of challenging circumstances as refineries like Hengli’s 400 kb/d Dalian Changxing plant also bring online their petchem operations. But that is a problem for the future and for now, RAPID is first out of the gate into reality. It won’t be entering in a bonanza fuels market as predicted in 2012, but there is still space in the market for RAPID – and a few other like in – at least for now.
RAPID Refinery Factsheet:
Tyre market in Bangladesh is forecasted to grow at over 9% until 2020 on the back of growth in automobile sales, advancements in public infrastructure, and development-seeking government policies.
The government has emphasized on the road infrastructure of the country, which has been instrumental in driving vehicle sales in the country.
The tyre market reached Tk 4,750 crore last year, up from about Tk 4,000 crore in 2017, according to market insiders.
The commercial vehicle tyre segment dominates this industry with around 80% of the market share. At least 1.5 lakh pieces of tyres in the segment were sold in 2018.
In the commercial vehicle tyre segment, the MRF's market share is 30%. Apollo controls 5% of the segment, Birla 10%, CEAT 3%, and Hankook 1%. The rest 51% is controlled by non-branded Chinese tyres.
However, Bangladesh mostly lacks in tyre manufacturing setups, which leads to tyre imports from other countries as the only feasible option to meet the demand. The company largely imports tyre from China, India, Indonesia, Thailand and Japan.
Automobile and tyre sales in Bangladesh are expected to grow with the rising in purchasing power of people as well as growing investments and joint ventures of foreign market players. The country might become the exporting destination for global tyre manufacturers.
Several global tyre giants have also expressed interest in making significant investments by setting up their manufacturing units in the country.
This reflects an opportunity for local companies to set up an indigenous manufacturing base in Bangladesh and also enables foreign players to set up their localized production facilities to capture a significant market.
It can be said that, the rise in automobile sales, improvement in public infrastructure, and growth in purchasing power to drive the tyre market over the next five years.
Headline crude prices for the week beginning 14 January 2019 – Brent: US$61/b; WTI: US$51/b
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