★ Macro ★ 01 ★★ [Oil Prices May Return to the 7-Yuan Era] According to China's refined oil product price adjustment cycle, the 13th adjustment window of the year will open at 24:00 on July 3, with only 3 statistical working days remaining and 70% of the current pricing cycle completed. As reported by Dazhong Daily, the decline in oil prices has continued to widen during this cycle, deepening for six consecutive days from an initial drop of just over 0.4 yuan to the current level exceeding 0.65 yuan. The trend of a substantial cut appears largely irreversible, and this Friday evening may mark the year's first triple consecutive decline in oil prices, as well as the fourth price reduction in 2024. As of the calculation data from the 7th working day, estimated figures show a cut of 820 yuan/mt for gasoline and 790 yuan/mt for diesel. Converted to retail terminal unit prices, estimates show a drop of 0.66 yuan per liter for 92-octane gasoline, 0.7 yuan per liter for 95-octane gasoline, and 0.68 yuan per liter for 0# diesel. The two previous adjustments in June had already achieved a double consecutive decline, with cumulative cuts of 1,040 yuan/mt and 1,000 yuan/mt for gasoline and diesel respectively, equivalent to a cumulative price drop of between 0.84 and 0.89 yuan per liter. The price of 92-octane gasoline has fallen below 8 yuan, returning to the 7-yuan range. Once this round of cuts takes effect, the national average price for 95-octane gasoline may fall below 8 yuan, re-entering the 7-yuan era. 02 ★★ [US and Iranian Officials to Hold Indirect Talks in Doha] Sources stated on July 1 that officials from the US and Iran will hold indirect talks in the Qatari capital, Doha, later that day. ★ Industry and Downstream ★ 01 ★★ [Shenzhen Real Estate Market Hits New High for June Transactions in Nearly Six Years] According to data released today by the Shenzhen Centaline Research Center, first-hand and second-hand residential transactions in Shenzhen totaled 8,878 units in June, down 11.9% MoM yet up 14.2% YoY. The combined transaction volume was the highest for the same period since 2021. Specifically, online registrations for new housing (pre-sale and existing) amounted to 3,785 units, a decrease of 16.7% MoM but an increase of 15.6% YoY, while second-hand housing transfers reached 5,093 units, down 8% MoM but up 13.1% YoY. Monitoring data indicates that both new home pre-sales and second-hand home transactions in Shenzhen for the month reached record highs for the same period over the past six years, marking the best June performance for the property market in nearly six years. 02 ★★ [China-Made Air Conditioners See Export Orders Surge from Europe] Data shows that only about 20% of European households have air conditioning installed. Due to the concentrated surge in European demand for cooling, export orders for Chinese-made air conditioners have continued to grow. Air conditioning enterprises are working overtime to produce and fulfill these export orders. At an enterprise's air conditioner production workshop in Jiangmen, Guangdong, workers are rushing to assemble air conditioner parts. Since March this year, the enterprise’s export orders to the European market saw a sharp increase, with exports in May exceeding 800,000 units, up 20.3% YoY. The person in charge told the reporter that many residential buildings in Europe were built long ago, building facades are subject to strict controls, and installation procedures for traditional split air conditioners are complicated with high approval thresholds. Mobile air conditioners produced by Chinese enterprises, which require no outdoor unit and no wall drilling, precisely match the usage scenarios of local homes, apartments, and shops. An air conditioner enterprise’s sales in the French market in June surged over 100% YoY, while its Italian market sales rose 30% YoY in June. 03 ★★ [Chongqing: Promoting Housing "Trade-in" and Optimizing Support Policies such as "Selling Smaller to Buy Larger" and "Transfer with Mortgage"] The Chongqing Municipal Housing and Urban-Rural Development Committee is publicly soliciting opinions on the "Chongqing Urban Housing High-Quality Development 15th Five-Year Plan (Draft for Comments)". It proposes to promote a virtuous cycle in the new and second-hand housing markets, advance housing "trade-in", optimize support policies such as "selling smaller to buy larger" and "transfer with mortgage", reduce transaction costs, and foster synergy between the new and second-hand housing markets. Based on the "Yuyue Anju" system, fully implement online contract signing services for existing homes, establish and improve mechanisms for supervision of existing home transaction funds, listing and release of property listings, and price monitoring; simplify the transaction process, strengthen real estate registration information sharing, automatically verify property information, and promote "one-stop acceptance" and full online processing of transaction services. 04 ★★ [TISCO Steel Science & Technology Company Successfully Trials T1100S-Grade Ultra-High-Strength Carbon Fiber in a Single Attempt] According to China Baowu, recently, the TISCO Steel Science & Technology Company under China Baowu successfully trial-produced T1100S-grade ultra-high-strength carbon fiber in a single attempt, with excellent performance across all key indicators, reaching domestic leading and international advanced levels. Carbon fiber is a key strategic material supporting aerospace and high-end equipment manufacturing. From aircraft structural components to rocket casings, breakthroughs in lightweight materials directly determine the performance ceiling of equipment. The T1100S grade, meanwhile, is a top-tier high-modulus, ultra-high-strength carbon fiber in the industry, with extremely high technical barriers, and has long been a key focus of China’s new material breakthroughs. 05 ★★ [In H1, New Home Prices in 100 Chinese Cities Edge Up Cumulatively, While Second-Hand Home Prices Fall] In the first half of this year, new home prices in 100 Chinese cities continued a structural uptrend. In June, the average new home price in the 100 cities was 17,184 yuan per m², up 0.16% MoM and up 2% YoY. Second-hand home prices in the 100 cities fell cumulatively. In June, the average second-hand home price in the 100 cities was 12,639 yuan per m², down 0.42% MoM and down 7.68% YoY. Core cities were the first to show positive signals: Shenzhen’s second-hand home prices turned to a month-on-month increase in June, while Shanghai’s second-hand home prices rose MoM for four consecutive months. ★Other Hot Topics★ ⭕ [China Fully Enters Main Flooding Season Today] Starting July 1, China fully entered the main flooding season. According to forecasts and comprehensive assessments, during the main flooding season (July–August), both northern and southern China will see areas of heavy rainfall, with the north facing relatively severe flooding, more frequent localized extreme rainstorms and floods, and stronger typhoons moving northward to affect inland areas. Meanwhile, parts of the southwest and northwest may experience periodic droughts due to high temperatures and low rainfall. The flood control and drought relief situation is severe and complex. On the morning of July 1, the Ministry of Water Resources organized a rolling consultation to analyze and assess the current and near-term development of rainfall, water conditions, flooding, and drought, and deployed targeted key preventive measures accordingly. Based on the 24-hour rainfall forecast, the ministry issued province-specific targeted early warnings to 14 provinces (autonomous regions and municipalities), including Liaoning, Shanghai, Zhejiang, Anhui, Jiangxi, Hubei, Hunan, Guangxi, Sichuan, Guizhou, Yunnan, Gansu, Qinghai, and Xinjiang. These warnings detailed lists of counties (cities and districts) under heavy rainfall coverage, reservoir lists, and flash flood disaster risk areas and locations, and reminded relevant parties to ensure safe reservoir operation during flooding, and to guard against small and medium river floods and flash flood disasters. ⭕ [Domestic Route Fuel Surcharges to Be Sharply Cut from July 5] 9 Air issued a notice today stating that effective July 5, 2026 (ticket issuance date), domestic route fuel surcharges will be reduced. For routes over 800 kilometers, each passenger will be charged 100 yuan, and for routes of 800 kilometers or less, each passenger will be charged 50 yuan, representing cuts of 50 yuan and 30 yuan, respectively, from the previous levels. In April and May this year, domestic fuel surcharges were raised significantly for consecutive months. Starting June 5, they were reduced by 20 yuan and 10 yuan for the two categories. With the decline in fuel prices, the fuel surcharge reduction in July is much larger. ⭕ ["US ADP Employment Data" Lower Than Expected] US ADP employment for June was 98,000, the lowest increase since March, below the expected 118,000. The prior reading was 122,000. *This report is an original work and/or compilation produced exclusively by SMM Information & Technology Co., Ltd. (hereinafter referred to as "SMM"). SMM legally holds the copyright and is protected by the Copyright Law of the People's Republic of China and other applicable laws and international treaties. No reproduction, modification, sale, transfer, display, translation, compilation, dissemination, or any other form of disclosure of the above content to third parties or licensing thereof is permitted without written authorization. Otherwise, upon discovery, SMM will pursue legal action for infringement, including but not limited to demanding the assumption of contractual breach liability, restitution of unjust enrichment, and compensation for direct and indirect economic losses. All contents contained in this report, including but not limited to information, articles, data, charts, pictures, sounds, videos, logos, advertisements, trademarks, trade names, domain names, layout designs, and any or all other information, are protected by the Copyright Law of the People's Republic of China, the Trademark Law of the People's Republic of China, the Anti-Unfair Competition Law of the People's Republic of China, as well as applicable international treaties concerning copyrights, trademark rights, domain name rights, commercial data and information property rights, and other rights. They are owned or held by SMM and its relevant rights holders. Without written permission, no organization or individual may reproduce, modify, use, sell, transfer, display, translate, compile, disseminate, or otherwise disclose the above content to any third party or permit any third party to use it. Otherwise, upon discovery, SMM will pursue legal action for infringement, including but not limited to demanding the assumption of contractual breach liability, restitution of unjust enrichment, and compensation for direct and indirect economic losses. The views expressed in this report are based on information gathered from the market and the comprehensive assessment of SMM's research team. The information provided in this report is for reference only, and risks are borne by the user. This report does not constitute direct investment research decision advice. Clients should make decisions prudently and not replace independent judgment with this report. Any decisions made by clients are unrelated to SMM. Furthermore, any losses or liabilities arising from the unauthorized or illegal use of the views in this report are unrelated to SMM. SMM reserves the right to amend and the final right to interpret the terms of this statement. ​

On June 17, 2026, the 2026 SMM (3rd) ASEAN Automotive Supply Chain Conference , organized by Shanghai Metals Market (SMM), successfully wrapped up at the Hyatt Regency Bangkok Suvarnabhumi Airport in Bangkok, Thailand! This conference serves as an annual gathering of Southeast Asia's auto industry, bringing together 500+ delegates, 40+ speakers, 10+ partners and 35+ exhibitors from 15+ countries. Conference Background The Southeast Asian EV industry is at a strategic crossroads. Thailand's "30/30" policy is driving adoption, with EV penetration projected to near 15% by 2025. Indonesia is building a full battery chain using its nickel resources, while Vietnam's market potential grows. Amidst supply chain restructuring and technological competition, strategic action is key. The 3rd SMM Asean Automotive Supply Chain Summit 2026 is designed to empower businesses by focusing on: Unlocking NEV Potential: Analyzing ASEAN's role as a production/export hub and examining OEM technology roadmaps. Bridging the Supply Chain: Leveraging SMM's platform to integrate resources and facilitate deals. Establishing a Price Benchmark: Promoting the use of SMM Southeast Asia metals price assessments in procurement. We believe in turning consensus into action. Join us in Bangkok in 2026 to transform strategic blueprints into tangible advantages. 》Click to Watch the Conference Live Video 》Click to View the Conference Photo Live Stream June 16 Main Forum Opening Address Speaker: Adam Fan, Chairman of SMM Opening Keynote: Thailand EV Outlook 2026 Guest Speaker: Dr. Yossapong Laoonual, Honorary Chairman and Advisors, Electric Vehicle Association of Thailand (EVAT) Dr. Yossapong Laoonual noted that the ownership of battery electric vehicle (BEV) models is expected to surpass that of hybrid models in the medium and long term. Thailand’s BEV penetration rate will also rise steadily, supported by well-developed charging infrastructure. Data shows that the number of DC charging piles in Thailand has continued to grow, with installations already exceeding the government’s planned phased targets. The country’s 2030 charging pile target is 12,000 units, and multiple supporting regulations for motor vehicles have already been implemented locally. Local planning stipulates that each pile should serve 10-15 BEVs. Compared with markets outside China, where each pile in Europe serves fewer than 15 BEVs on average and in China fewer than 10, Thailand currently faces an imbalanced vehicle-to-pile ratio and still requires the large-scale addition of new charging piles. Thailand’s charging piles are primarily located at gas stations, with shopping malls and office buildings as secondary deployment sites. Local gas stations feature diverse commercial formats, offering excellent conditions for setting up charging stations. However, range anxiety remains widespread among consumers, and charging facilities along highways need to be further improved to alleviate concerns about recharging on the road. Opening Keynote: Southeast Asia’s New Automotive Ambition:Can Industry Players Successfully Navigate Transformation Amid Challenges? Guest Speaker: Krzysztof Tokarz, Chairman of the Automotive Working Group, TEBA Founder of Auteneo He stated that there were four core strategic challenges in the electrification transformation of Southeast Asian automakers: First, a shortage of professional talent, with undersupply of high-quality talent in the EV and software fields, fierce competition for industry talent, and enterprises needing to plan for talent cultivation and retention; Second, cross-cultural coordination difficulties: significant differences in working models among Chinese, Japanese, Korean, European, American, and local enterprises, which easily led to issues such as lack of trust and poor cooperation; Third, complex and changing regional regulations: fragmented regulatory systems across Southeast Asian countries, with a fast pace of policy updates over the past year or more, placing high demands on enterprises' policy adaptation capabilities; Fourth, profitability pressure, as electrification reshaped the pricing system, with many automakers experiencing simultaneous contraction in revenue and profit margins, necessitating the exploration of long-term profitable models. Overall, he believed that while he currently maintained a cautiously optimistic attitude towards the development of industry technology and products, the aforementioned challenges still urgently needed to be addressed. Panel Discussion: Leadership Dialogue: East Asian Titans' "Southeast Asian Chessboard" Moderator: David Huang, The Head of Strategy, Marketing and Business Development, Forvia China Panelists: Dr. Yossapong Laoonual, Honorary Chairman and Advisors, Electric Vehicle Association of Thailand (EVAT) Suphot Sukphisarn, Honorary Chairman, Auto Parts Industry Club (APIC), The Federation of Thai Industries (FTI), Deputy Secretary General, Thai Auto-Parts Manufacturers Association (TAPMA） Krzysztof Tokarz, Chairman of the Automotive Working Group at TEBA, Founder of Auteneo Dr. Viroj Patcharawatanakul, Chief Marketing Officer (CMO), AAPICO Hitech PCL. The panelists noted that ASEAN countries have distinct industrial advantages: Malaysia has ample electronic factory resources, Indonesia possesses mineral resources needed for battery production, and Vietnam offers comprehensive labor incentive policies. To fully leverage each country's locational appeal, overall integrated planning is required. The ASEAN NEV market is expanding rapidly overall, with the regional EV penetration rate more than doubling. Thailand and Vietnam have seen impressive growth in XEV production and sales. Local vehicle production capacity remains stable, and Chinese new energy brands such as BYD, MG, and Great Wall have established a presence in Thailand, driving up demand for new energy parts supply. Thailand has a well-established multi-tier parts supply system: 27 vehicle manufacturers, 500 Tier 1 suppliers, and 1,800 Tier 2 and Tier 3 parts producers. Traditional mechanical processing industries like stamping, injection molding, rubber processing, machining, casting and forging, and assembly have a solid foundation, with huge annual parts capacity, providing the manufacturing capability to support new energy parts production. Keynote Speech: Navigating Automotive Disruption in Southeast Asia Guest Speaker: Timothy Wong, Principal, Roland Berger Roland Berger noted that AI-driven automation continues to advance and autonomous driving is developing steadily. It is expected that by 2040, autonomous driving will still struggle to become mainstream. However, AI technology has already disrupted the automotive industry, becoming a core driving force for enterprises to build differentiated advantages, enhance competitiveness, and innovate business models. The automotive industry is currently undergoing comprehensive disruptive changes, mainly in five dimensions: First, the automotive supply chain value chain is undergoing fundamental transformation, with vehicles and core parts upgrading toward electrification and electronics. Industry enterprises urgently need to adjust their product structures and proactively position themselves in emerging tracks; passively responding to market changes will entail significant risks. Second, the nature of automotive products is being reshaped by technology, shifting from traditional mechanical vehicles to software-defined vehicles. Sole mechanical manufacturing capabilities can no longer meet development needs; enterprises must build diversified cooperation ecosystems involving semiconductors, software, and sensors to cultivate new industrial capabilities. Third, the consumer market is undergoing significant iteration, with consumer car purchase preferences gradually tilting toward emerging brands, and industry competition continuing to intensify. Fourth, the pace of market iteration has greatly accelerated. Compared with the model update pace of once every few years by traditional automakers, Chinese brands iterate at a much faster pace, forcing the supply chain toward agile transformation and adaptation to rapidly changing vehicle specifications. Fifth, the aftersales distribution model is being disrupted, with traditional parts revenue being impacted by the growth of EVs. New direct-to-consumer models are emerging, requiring enterprises to restructure their distribution networks and expand aftersales services related to power batteries and electrification. Overall, all industry participants must proactively face transformation risks, actively transform and strategically restructure supply chains, vigorously explore new clients and deploy new businesses, abandon passive thinking that clings to existing models, and proactively plan future business development directions, so as to continuously maintain market competitiveness. Keynote Speech: Moving Beyond Negotiation: Fostering a New Framework for Southeast Asian Supply Chain Collaboration Based on the SMM Price Index Guest Speaker: Sing Yao, Director of Steel Business Unit, SMM Information & Technology Co., Ltd. She noted that Southeast Asia as a whole exhibits low per capita automobile ownership, limited NEV penetration, and a large young population, which holds enormous incremental market potential. This vast blue ocean is attracting leading Chinese NEV manufacturers to accelerate their footprint in the region. At the same time, however, Southeast Asian auto parts are highly dependent on imports, and the industry chain has long faced two major pain points: procurement difficulties and disorderly pricing. The launch of the SMM Southeast Asia Price Index may open up a new path for collaborative development of the local automotive supply chain. Low Per Capita Automobile Ownership, Limited NEV Penetration, and Large Young Population Create Vast Market Opportunities for Automakers According to SMM, in recent years, Southeast Asia’s automotive industry chain has shown remarkable resilience, with regional automobile production growing by 24.1% from 2020 to 2022. Although 2024 saw a cyclical decline for the first time due to global economic sluggishness, the decline in production and sales in Thailand and the broader Southeast Asian market has narrowed in 2025, underscoring the self-repair capability of the regional supply chain. As the region’s core hub, Thailand continues to dominate Southeast Asia’s automotive industry landscape with a capacity share of over 40%. In the short term, Thailand will maintain its position as a regional production center and export base, but its long-term competitive advantages are facing structural challenges: the sustained contraction of local capacity and the upgrading of neighboring countries’ industry chains are compelling it to accelerate technological transformation and supply chain restructuring. Driven by the immense allure of this industry “blue ocean,” leading Chinese NEV manufacturers are accelerating their expansion into the Southeast Asian automotive market. Keynote Speech:Baowu JFE Southeast Asia Strategy Sharing Guest Speaker: Liang Chen, Vice General Manager, Baowu Jiefuyi Special Steel Co., Ltd. He that overall steel production in Southeast Asia is declining, but the penetration rate of new energy electric vehicles (EVs) is surging: Thailand’s EV-related demand is up 80% YoY, while Indonesia’s demand has experienced a multiple-fold rise, with subsequent growth potential continuing to be released. Local NEV manufacturers previously purchased Japanese steel, but are gradually switching suppliers now, driven by industry competition and cost pressure. This also represents a core opportunity for the company to promote its supporting supply services. Leadership Panel: The Steel vs. Aluminum Debate and Cost Challenges Moderator: Michelle Leung, Head of Asia Metals and Mining, sustainability, Bloomberg LP Panelists: Thanakorn Thangwanichkapong, Director of Asia Operations, Maxion Wheels Martin Dilly, Southeast Asia Area Sales Director, Bureau Veritas The panelists noted that multiple disruptions, including the situation in the Strait of Hormuz and national tariff adjustments, have moved beyond short-term impact and are driving the restructuring of the entire steel and aluminum industry chain, with the structural transformation of the aluminum industry being particularly pronounced. Global supply chain vulnerability continues to intensify, and upward cost pressure on the industry has increased. Tariff barriers are reshaping the global trade landscape, and market competition is becoming increasingly fierce. The implementation of industrial localization has accelerated, but the pace of progress in Southeast Asia has seen a slowdown. Overall, only enterprises that possess both flexible logistics and procurement capabilities and a robust compliance management system can gain an advantage amid the industry transformation. Keynote Speech: Analysis of Southeast Asia's Secondary Aluminum Market and Price Trends Guest Speaker: Wong Yan Ling, Senior Aluminum Analyst, SMM Information & Technology Co., Ltd. She noted that Southeast Asia has become one of the fastest-growing secondary aluminum markets globally, and the worldwide competition for scrap resources is continuously reshaping the regional supply landscape. As resource protection policies are progressively implemented across various countries and regional manufacturing demand steadily expands, ASEAN countries are expected to further consolidate their core position in the global secondary aluminum industry chain. Regarding secondary aluminum price trends in H2 2026, SMM analysis suggests that weak seasonal demand in Southeast Asia may suppress the upside room for secondary aluminum prices, while the geopolitical situation in the Middle East remains a key variable affecting market trends. If shipping through the Strait of Hormuz returns to normal, cost pressures from logistics could ease. However, persistently tight scrap supply coupled with potential logistics disruptions may still drive up regional secondary aluminum prices. Specialized Seminar: Co-building a Resilient Automotive Materials Supply Chain for Southeast Asia Moderator: Sing Yao, Director of Steel Business Unit, SMM Information & Technology Co., Ltd. Panelists: Zongyan Fu, Purchasing Manager, Changan Auto Southeast Asia Co., Ltd. Weijiang Xue, Chief Engineer of Product R&D, Jiangsu Yonggang Group Co.,Ltd. Hui Yuan, General Manager, Tianjin Dewy Metal Surface Treatment Co., Ltd. Yi Huang, Deputy General Manager, Guangdong Superband Precision Industry Co.，Ltd. Thanakorn Thangwanichkapong, Director of Asia Operations, Maxion Wheels Hongwei Liu, General Manager, BYH NEW TECHNOLOGY CO., LTD. Saurabh Sharma, Sr General Manager & Executive Director, Hero Motors Thai Ltd. Zou Xiang, Business Office Director, Baowu Jiefuyi Special Steel Co., Ltd HaiBin Jia, Deputy Marketing Director, Beijing Jianlong Heavy Industry Group Co., Ltd. The panelists engaged in in-depth exchanges, drawing from their own business practices, focusing on the core topic of deep development in the Southeast Asian automotive industry. They focused on enterprises' current business layouts, operating status, and development trends in the Southeast Asian automotive market, and deeply analyzed core pain points and challenges such as supply chain adaptation, stable supply, and logistics support in the process of going global. At the same time, they shared detailed experiences regarding common challenges faced by enterprises going global, including localization certification, compliance system adaptation in and outside China, and alignment of policy standards. They also discussed core paths for enterprises to anticipate market changes, precisely allocate industrial resources, and quickly adapt to regional market rules and industry demands, focusing on industry trends. Furthermore, focusing on supply-demand coordinated development, they elaborated on their expectations for future cooperation models, collaboration mechanisms, and partnership needs with Chinese material suppliers. As buyers, they also clarified the types and directions of high-quality Southeast Asian clients they plan to prioritize for connection and cooperation, providing practical ideas and references for precise supply-demand matching and deep cultivation of the Southeast Asian automotive market for Chinese enterprises going global. Day 2: June 17 Keynote Speech: Analysis and Outlook of the Supply Chain in the Southeast Asian New Energy Market Speaker: Jena Wang, New Energy Consulting Project Manager, SMM Information & Technology Co., Ltd. She stated that driven by the rapid growth of the Southeast Asian NEV market, several automakers are accelerating their localization strategies. Battery demand in each country will also increase rapidly, with the region's total battery demand expected to grow by about ten times from 2025 to 2030, reaching approximately 201 GWh. However, it is worth noting that currently, Southeast Asia faces issues with low localization rates, significant structural gaps, and heavy import dependence for cathode materials and motor components. In Southeast Asia, the supply of local cathode materials and key motor components cannot meet demand, and the low localization rate and large capacity gaps have become key bottlenecks restricting the development of the NEV industry chain in the region. Data indicates that China's global production share of key new energy raw materials—such as batteries, cathode materials, lithium chemicals, and rare earth permanent magnets—generally exceeds 70%, with its capacity ranking first worldwide, demonstrating a significant advantage. In addition, she introduced the capacity distribution and industrialisation progress of key materials in the new energy markets of core Southeast Asian countries. Vietnam: Local automaker VinFast is boosting rapid development of the entire vehicle and upstream/downstream supporting industry chain. Thailand: As a core hub for automotive manufacturing and export in Southeast Asia, it boasts a relatively complete supporting system for motor and electric drive-related industries. Malaysia: It possesses a mature automotive industry foundation, but its local supporting capability for the three electric systems is insufficient; local policies focus on supporting vehicle assembly and regional distribution operations. Indonesia: With abundant nickel resources, it holds a pronounced competitive edge in the battery raw material industry. Overall, SMM believes that the capacity for core new energy components in Southeast Asia is relatively small. National policies are promoting localisation and industrial upgrading, leaving significant room for supply chain development. Leadership Panel: Supply Chain Security and Opportunities in Southeast Asia Moderator: Peter Klöpfer, Senior Manager Automotive Business Unit, RUTRONIK Electronics Worldwide Panelists: Akshay Prasad, Principal, Arthur D. Little SEA Alex Zhan, Head, ZF LIFETEC Thailand Asst.Prof.Uthane Supatti Ph.D., Head of the Power Electronics Applications and Energy Management (PEEM) Research Unit, Faculty of Engineering at Sriracha, Kasetsart University, Thailand Vice President, Electric Vehicle Association of Thailand (EVAT) The panelists discussed about core themes of the Southeast Asian automotive supply chain. First, they addressed the delivery timeline crisis caused by sudden supply shortages, the crisis of lacking transparency in the industry chain, the crisis of industry-wide collaboration barriers, and the crisis of trust failure between upstream and downstream players. They jointly explored systematic resolution strategies and elaborated on their respective countermeasures. Building on this, the on-site guests further discussed the Japanese industry chain and China’s domestic supply chain, analyzing the development opportunities, long-term prospects, and practical implementation logic of two-way opening, healthy competition and cooperation, and deep integration between the two. Leadership Panel: Capacity Coopetition and Customer Breakthrough: Winning the Southeast Asian Supply Chain Battle Moderator: Wacharapisuth Thannapong, Researcher, BCG (Bio-Circular-Green Economy Policy) Research Team, Thailand Development Research Institute (TDRI) Panelists: MARK BRIAN PIRIE, Senior Vice President Purchasing & Supplier Management Asia Pacific, Executive Board Member, Schaeffler Frank Yu, General Manager of the Automotive Rubber & Metal Components Business Unit and Thailand Branch, Shanghai Baolong Automotive Corporation The panelists assessed the overheating of three-electric system (battery, motor, electronic control) capacity in Southeast Asia. They noted that overcapacity in three-electric systems is a global trend. The capacity now deployed in Southeast Asia and Thailand already exceeds confirmed demand, intensifying market uncertainty and heightening investment concerns. Risks are structurally differentiated: Tier-1 suppliers are more conservative and risk-averse compared to China’s domestic vehicle makers that are rapidly going global. There is localized overcapacity in basic e-drive parts and low-difficulty electronic components, while supply bottlenecks persist for key items such as high-performance automotive-grade semiconductors, advanced materials, and electrical steel. This is also a core motivation for Chinese suppliers setting up in Southeast Asia. Moreover, Southeast Asia’s geographical advantages are prominent, and mine development in Australia is progressing rapidly. Many mines are set to commence production by Q3 next year. The core contradiction in the industry is not simply overall surplus, but a mismatch between the regional allocation of capacity, the technologies adopted, and actual market demand. Additionally, the guests noted that the core challenges in Southeast Asia and Thailand revolve around three major issues: regional adaptation, supply chain gaps, and industrial competition and collaboration. Enterprises must independently weigh risks and expansion scales based on their own supply chain conditions to find a development balance suited to their needs. Meanwhile, to adapt to the unique environment of Southeast Asia—characterized by high temperatures, high humidity, floods, complex road conditions, and underdeveloped charging infrastructure—the EV technologies originally designed for the Chinese and European markets must undergo localized R&D and verification. This process ensures the reliability of batteries, electronic controls, and lubrication systems, as well as overall vehicle durability. It is recommended that Tier 1 suppliers and upstream partners proactively collaborate in depth with OEM design teams. Even for domestically mature production car models going global in Southeast Asia, it is essential to iterate and optimize products by leveraging local expansion opportunities while drawing on the cost, process, and quality control expertise gained from large-scale domestic production. Leadership Panel: Techno-Economic Analysis and Strategic Pathways for Battery Material Localization in Southeast Asias Moderator: Jay Yu, Senior director, SMM Information & Technology Co., Ltd. Panelists: Brian, Sales Director for the Electrolyte Division in Japan, South Korea, and Southeast Asia, TINCI Materials Max Miao, Director, SEVB Thailand Feng Hao, Southeast Asia Marketing Director, Hefei Guoxuan High-Tech Power Energy Co., Ltd. The panelists noted that amid the restructuring of global manufacturing, Southeast Asia’s lithium battery industry faces both challenges and opportunities. Enterprises are following downstream OEM clients in going global, establishing nearby supply systems centered on customer needs. Three key operational aspects require consideration. First, at the policy level, Southeast Asia’s lithium battery industry must supply both the local market and target exports to Europe and the U.S. Regional policy changes have far-reaching impacts, requiring enterprises to conduct ongoing in-depth analysis and implement corresponding response strategies. Second, in terms of human and cultural factors, local traditions and family values are distinct, necessitating flexible management that fully respects local customs, cares for local employees, and stabilizes production teams. Third, regarding the industry chain, the region’s upstream lithium battery materials are notably underdeveloped. Key raw materials such as high-purity solvents, lithium chemicals, and functional additives currently rely heavily on imports from China, Japan, and South Korea. The establishment and improvement of local upstream and downstream supply capabilities urgently need to be addressed, making this a key focus for future enterprise deployment. In addition, they also mentioned that in H2 this year, NEV-related subsidies in Southeast Asia may be gradually phased out, and Thailand's EV 4.0 policy and the year-end tax rebate policy will also undergo adjustments. Drawing on China's NEV development experience, local automakers will gradually break free from reliance on policy subsidies and instead compete in the market by leveraging product strength and market-based pricing. This year, Thailand's NEV sales are conservatively estimated to reach 120,000 units, with a potential to hit 160,000 units. Compared with Japanese car models, Chinese NEV models have ample room for price adjustment, offering a clear advantage. Currently, battery enterprises are actively assisting automakers in expanding markets and securing more orders, while also suggesting that automakers moderately raise vehicle selling prices. The industry generally believes that automakers will most likely offset the operational pressure from subsidy reductions through price adjustments in the future. Procurement Matchmaking Meeting >Click to view more highlights from the event Check-in & Networking This is the end of the 2026 SMM (3rd) ASEAN Automotive Supply Chain Conference . Thank you for the support of all industry peers. See you next year!

Asked "Dear Board Secretary, I would like to inquire whether your company, as found online, can stably mass-produce semiconductor-grade ultra-high-purity magnesium metal ingots and is the only publicly listed firm for such products. Also, what has been the sales proportion of such products in the company's total sales in recent years?" Baowu Magnesium Industry responded on the investor interaction platform on June 23: The company's businesses include magnesium material business, magnesium products business, aluminum products business, mineral products business, and building formwork business. Its main products include magnesium alloys, magnesium alloy deep-processed products, aluminum alloys, aluminum alloy deep-processed products, master alloys, and strontium metal. For the revenue breakdown by product, please refer to the 2025 annual report. The company has not publicly disclosed information regarding the specific products and sales proportions you mentioned. Please refer to the company's officially released periodic reports or announcements for such information. Regarding the question "1. What is the commissioning progress of the mine in the Qingyang project in Anhui, and what is the current ore output? 2. What advantages does the company's vertical retort magnesium smelting technology have? How does it compare with peers in Fugu?" Baowu Magnesium Industry responded on June 17 on the investor interaction platform: The company adopts vertical retort magnesium smelting technology, which features outstanding technical advantages: increased single-retort capacity, shortened production cycle, improved production efficiency, extended service life of reduction retorts, and a higher level of mechanized and automated operations. The Anhui Qingyang mine project has reached a capacity of 20 million mt per year . On June 3, during a survey, Baowu Magnesium Industry stated that the company already has a certain level of technology reserves in magnesium-based hydrogen storage, but the development of the hydrogen storage industry mainly relies on downstream application expansion, which takes time. Currently, downstream application expansion is slow: the hydrogen energy industry chain (production/storage/transportation/utilization) lacks overall maturity, and orders have yet to materialize at scale. On June 3, during a survey, Baowu Magnesium Industry stated that in terms of end-use breakdown, the largest use of magnesium is in magnesium alloys, accounting for about 49%; followed by addition to aluminum alloys, about 26%; steel desulfurization, about 12%; as a metal reducing agent, about 8%; and other fields, about 5%. On June 3, during a survey, Baowu Magnesium Industry stated that the company's magnesium ingot production costs have the following advantages: 1. The company has a complete industry chain advantage, especially in stable raw material supply. 2. The company continues to increase investment in original magnesium smelting technology, enhancing the cost competitiveness of its primary magnesium through large-scale vertical retort magnesium smelting technology and energy efficiency optimization. Baowu Magnesium Industry announced on May 26 that it recently received a notice from its controlling shareholder, Baosteel Metal Co., Ltd., that 263 million shares (26.53% of total shares) will be transferred at no cost to China Baowu Steel Group Corporation Limited. After the transfer, the controlling shareholder will change to China Baowu, while the actual controller remains the State-owned Assets Supervision and Administration Commission of the State Council, unchanged. The announcement shows Baosteel Metal is a wholly owned subsidiary of China Baowu. Before this transfer, China Baowu indirectly held 26.53% of Baowu Magnesium through Baosteel Metal, being the indirect controlling shareholder. After the transfer, China Baowu will directly hold 26.53% and become the controlling shareholder. Performance: Baowu Magnesium Industry disclosed its 2025 annual report on April 29, showing: In 2025, the company achieved revenue of 9,911,752,817.29 yuan, up 10.34% YoY, and net profit attributable to shareholders of the publicly listed firm was 18,548,946.85 yuan, down 111.62% YoY. The decline was mainly due to the continued downward trend of magnesium prices, which caused a significant YoY decline in the magnesium material business profit; meanwhile, the joint venture Anhui Baomei Light Alloy Co., Ltd. is in the ramp-up stage of a new project, with low production and high costs, plus low magnesium prices, which dragged down the company's investment income YoY. Regarding the main business activities during the reporting period, Baowu Magnesium Industry introduced in its 2025 annual report: The company is a leader in magnesium-based new materials under China Baowu, with advantages across the entire industry chain and mine resources, leading vertical retort magnesium smelting technology, and its magnesium alloy capacity and market share are among the global frontrunners. The company focuses on lightweight materials, with products covering automotive, consumer electronics, e-bikes, building formwork, etc. After more than 30 years of development, the company has become a high-tech enterprise integrating mining, non-ferrous metal smelting, and processing, aiming to be a global leader in the magnesium industry. Its businesses include magnesium material business, magnesium products business, aluminum products business, mineral products business, and building formwork business. Its main products include magnesium alloys, magnesium alloy deep-processed products, aluminum alloys, aluminum alloy deep-processed products, master alloys, and strontium metal. Outlook on future development: Baowu Magnesium Industry stated in the 2025 annual report: 2026 marks the start of the company's 15th Five-Year Plan, and the industry will see an important period of high-end and large-scale development. The board will guide management with the core positioning of "building a lightweight solutions provider and becoming the new materials main force of China Baowu," focusing on the main business, deepening cultivation, advancing full-industry-chain upgrading, technological innovation, market expansion, and green development, to achieve sustained improvement in operating performance and significant enhancement of core competitiveness. 1. Strengthen strategic guidance and solidify the foundation for new quality productive forces in the magnesium industry. Accelerate building a full industry chain from primary magnesium to alloys, deep processing, and terminal applications, concentrate on breakthroughs in green smelting and stable, low-cost production technologies, and speed up large-scale promotion of key products. 2. Coordinate the construction of key projects to synergistically improve overall operational efficiency. Speed up construction and comprehensive acceptance of the Huayuan Wujia mine in the Qingyang project, orderly advance main plant construction and production indicator optimization, and steadily push forward key projects in Gansu Baomei, Wutai Baomei, and Chaohu Baomei. 3. Deepen magnesium industry reform and innovation, promoting modern corporate governance. Steadily advance business transformation and renewal, promote asset integration, and further optimize governance, management control, and business management models. 4. Accelerate intelligent development layout and fully advance IT system construction. Complete full implementation of the Baowu standard financial system and rollout of cost systems in subsidiaries, create a full-process IT model project for magnesium business, further enhance operational control, cost calculation, compliant operations, and risk prevention and control capabilities. 5. Focus on attack on primary magnesium cost to continuously enhance market competitiveness. Reduce manufacturing costs of three core components: reduction retorts, center pipes, and cones; optimize steel grades to extend retort service life; reduce auxiliary energy consumption and material-to-magnesium ratio. 6. Implement cost-conscious management and systematically build a high-quality development business model. Deepen overall benchmarking to identify and address gaps, systematically attack the "four major costs" — primary magnesium, energy, logistics, and quality — and improve the operational control system. 7. Strengthen safety and environmental protection fortresses, systematically elevate green development. Continuously strengthen safety and environmental compliance rectification. Highlight risk management in key areas and enhance intrinsic safety. Accelerate green factory and low-carbon capability building. 8. Main risk factors and countermeasures (1) Risk of fluctuating main raw material prices The company's main business is magnesium and aluminum alloys and deep processing, with primary raw materials being magnesium and aluminum metals. Prices are affected by supply-demand dynamics, global and Chinese economic conditions, and closely tied to automotive lightweighting progress, 3C industry demand, etc. If magnesium and aluminum prices swing wildly in the future, it will affect cost control and profitability. The company is raising the self-sufficiency ratio of raw materials, adjusting product mix, and increasing the proportion of deep-processed products to mitigate the impact. (2) Risk of fluctuating market demand The company's magnesium and aluminum lightweight alloy products are mainly used in automotive and consumer electronics. Currently, seizing auto lightweighting opportunities, the company is expanding into downstream deep processing such as magnesium alloy automotive die castings, magnesium alloy building formwork, and aluminum extrusion products. The pace of automotive lightweighting and 3C electronics demand are influenced by macro-economy, industrial policies, and process technology innovation. If downstream demand falls short of expectations, it will affect operating performance. The company is expanding product applications in various fields, increasing penetration rates, to reduce the risk of demand fluctuations. In addition, the Q1 2026 report released by Baowu Magnesium Industry shows: In Q1 2026, revenue was 2.132 billion yuan, up 4.86% YoY; net profit attributable to shareholders of the publicly listed firm was 5.0891 million yuan, down 81.94% YoY. Regarding the increase in Q1 revenue, Baowu Magnesium Industry explained: Sales of main products and material prices rose YoY. For the decline in net profit, the company said it was due to a decrease in product gross margins and increased losses from joint ventures. Baowu Magnesium Industry mentioned that its magnesium alloy capacity and market share rank among global leaders. Looking back at the performance of SMM magnesium alloy AZ91D in Q1 this year: The average price on March 31, 2026 was 19,650 yuan/mt, compared with 17,950 yuan/mt on December 31, 2025, the average price rose by 1,700 yuan/mt in Q1, or 9.47%. The daily average price in Q1 2026 was 18,932.14 yuan/mt, up 1,320.74 yuan/mt, or 7.5% YoY, from 17,611.4 yuan/mt in Q1 2025. According to SMM price quotes: The EXW price of SMM magnesium alloy AZ91D on June 24 ranged from 18,250 to 18,350 yuan/mt, with an average of 18,300 yuan/mt, down 0.54% from the previous trading day. Currently, magnesium alloy prices are in the doldrums alongside magnesium ingot prices, with overall low trading sentiment. Fundamentals side: Supply side, magnesium alloy smelters have stable operating rates, ample spot supply in the market, and overall supply is loose; demand side, downstream die-casting plants show significant divergence in orders, with stable automotive orders, persistently sluggish two-wheeler orders, and alloy processing fees in the doldrums. Overall, the magnesium alloy market maintains a supply-strong-demand-weak pattern, with prices expected to remain in a weak consolidation phase in the short term.

At 4:15 PM on June 8, 2026, a ladle explosion at the SMS-1 steelmaking shop of Visakhapatnam Steel Plant (VSP) — operated by Rashtriya Ispat Nigam Limited (RINL) — unleashed molten metal at over 1,500°C onto the working platform below Caster-2. According to a preliminary report by India's Chief Inspector of Factories, the cause was a sudden release of gas entrapped within the liquid steel, which ruptured the ladle seal before the sliding gate was opened, triggering a catastrophic spill.

[Leading Mills Keep Pushing Up Prices, Grain-Oriented Silicon Steel Prices to Remain Generally Stable with Slight Rise Next Week] This week, cold-rolled grain-oriented silicon steel spot prices held up generally stable with a slight rise, while end-users maintained a steady procurement pace of purchasing as needed. Ferrous metals futures swung wildly this week, limiting overall market price fluctuations. However, Baowu announced its July price policy for grain-oriented silicon steel with a MoM increase of 300 yuan/mt, opening up upside room for spot prices. Traders showed strong willingness to hold prices firm, and spot offers were gradually raised in line with the mill's policy, with low-priced resources in the market largely disappearing.

[Major steel mills did not continue to push up prices; the non-oriented silicon steel market may remain in the doldrums next week] This week, spot prices of cold-rolled non-oriented silicon steel in Shanghai were stable, with overall market transactions being moderate. Market feedback indicated that ferrous metals futures swung wildly this week, and coupled with Baowu's flat July price policy, the drivers for price changes were weak. In terms of fundamentals, downstream demand remained sluggish, with weak purchasing enthusiasm. Meanwhile, steel mills reduced production, leaving both supply and demand for non-oriented silicon steel weak. Although some traders destocked, overall market inventory remained high, suppressing prices.

Semi-Annual Review and Outlook: Capacity Expansion Continues to Suppress Prices, Non-oriented Struggles to Shake Off Downturn Shadow

Over the past half-century of industrialisation, the global seaborne iron ore market consolidated around a duopoly dominated by Australia's Pilbara region and Brazil's Carajás and Iron Quadrangle districts. However, driven by macroeconomic cycle evolution, a structural shift in China's growth engine, and the steel industry's irreversible push toward low-carbon and green transformation, this traditional supply map is undergoing an unprecedented reshaping. On 26 November 2025, the first commercial vessel loaded with Simandou iron ore departed from the Port of Mabarya, marking the official commissioning of Guinea's Simandou Iron Ore Project — the world's largest undeveloped high-grade greenfield iron ore deposit by reserve. This milestone signals that the African continent, long relegated to secondary status, is progressively emerging as a significant new force in the global ferrous metals market. Africa's iron ore resources are widely regarded as the third-largest iron ore supply region globally, after Brazil's Carajás and Australia's Pilbara. With an estimated 13.8% share of global iron ore resources, and representing the most significant supply-side growth driver over the next five years, shifts in African iron ore dynamics will be a key determinant of international iron ore pricing over the long term. I. Global Iron Ore Market Background According to SMM research data, global iron ore production in 2025 is estimated at approximately 2.472 billion tonnes (bt). Africa contributes roughly 95 million tonnes (Mt), representing close to 4% of global output. As major mining projects progressively come on stream, Africa's iron ore production capacity is forecast to double by 2030, reaching approximately 259 Mt. Assuming no production curtailments elsewhere, Africa's global market share could rise to nearly 10%, while the overall global iron ore supply surplus is projected to widen to approximately 220 Mt. Although the international iron ore market has already entered a prolonged loose supply cycle, the substantive supply shock from African iron ore is expected to materialise gradually over the next five years. In the near term, Africa's estimated incremental shipment of approximately 15 Mt in 2026 — bolstered by its superior high-grade characteristics — is expected to be absorbed relatively smoothly by steelmakers seeking low-carbon blending feedstocks, resulting in a relatively moderate impact on absolute benchmark pricing. The critical inflection point is projected to fall in 2028–2029. As rail and port infrastructure currently under construction in West Africa is fully commissioned, a surge in high-grade iron ore output will exert heavy downward pressure on the right-hand side of the global iron ore cost curve. This will not only systematically compress the iron ore price floor but will trigger intense structural displacement — squeezing the operating margin of low-grade, high-cost producers. The current price downcycle is expected to persist through 2028. When international ore prices breach the USD 90/tonne marginal cost support level, higher-cost non-mainstream small and mid-size mines will be forced into curtailment and exit. The resulting supply shakeout will reshape the global iron ore supply structure into a multi-oligopoly dominated by ultra-large, low-cost operations (including the new African mines), complemented by quality mid-tier producers. II. Africa's Current Market Landscape: South Africa as Dominant Producer, West Africa Expanding Aggressively Building on the global context, this section focuses on Africa's overall iron ore landscape. As the primary driver of supply growth over the next five years, Africa's iron ore production is concentrated in West Africa and South Africa, currently dominated by three key countries. South Africa South Africa is the continent's largest producer, with 2025 output reaching approximately 67 Mt and export shipments maintaining an overwhelming 65% share of total African iron ore exports. However, South Africa's iron ore sector faces structural constraints limiting its organic growth headroom. As other emerging African resource nations commission significant new projects, South Africa's share of total African export volumes is projected to face sustained compression. Mauritania Mauritania is Africa's second-largest iron ore producer, with 2025 output of 15 Mt and export volumes of approximately 12 Mt, representing approximately 12% of the African market. Strategically situated adjacent to the Atlantic Ocean with high-grade iron ore deposits deep within the Sahara Desert, Mauritania possesses highly advantageous geographic and mineralogical characteristics. Its proximity to European and Middle Eastern markets — both in urgent need of green industrial raw materials — provides ideal conditions for the country to become a hub for global green metallurgy capacity relocation. Mauritania is expected to emerge as a highly promising iron ore supply nation going forward. Sierra Leone Sierra Leone is another important regional supply pole, with projected 2025 output also reaching approximately 12 Mt, holding a stable share of approximately 12% in the African export market. Chinese-invested iron ore mines within the country are actively scaling up their operations. Trade Flow Overview Based on full-year 2024 trade data, the proportion of African iron ore shipped to China is relatively low compared to traditional mainstream ore origins, at approximately 60%. The broader Pan-Asian market — encompassing China, Japan, and South Korea — absorbs approximately 70% of total African iron ore shipments. Western European countries, led by the Netherlands and Germany, constitute Africa's core secondary destination, accounting for close to 14% of trade flows. The remaining marginal trade flows are broadly diversified, extending to emerging steelmaking capacity clusters in the Middle East, including Bahrain, Oman, and Saudi Arabia. Key Corporate Players At the corporate level, South Africa's Kumba Iron Ore and Assmang rank as Africa's largest and second-largest iron ore producers, with annual output of approximately 37 Mt and 17 Mt respectively. Kumba Iron Ore: Kumba's mining operations — including the Sishen mine — are globally recognised for producing high-grade fines (Fe >62%) and metallurgically superior premium lump ore (Fe 65.2%). Under the prevailing trend of blast furnace (BF) emission reduction, this type of direct-charge lump ore — which reduces sintering-related carbon emissions — commands strong market demand and a substantial price premium. Assmang: Assmang similarly holds high-quality iron ore assets, operated as a 50:50 joint venture between African Rainbow Minerals (ARM) and Assore. Its Assmang Fines and Assmang Lump products (Fe 64–65%) are also direct-charge, high-quality materials. However, the company's key bottleneck lies not at the pithead but on the rail. Heavy dependence on Transnet Freight Rail (TFR) for haulage means logistics constraints frequently cap its achievable shipment volumes. SNIM (Société Nationale Industrielle et Minière): Mauritania's state-owned mining company is Africa's third-largest iron ore producer after the two South African majors. Unlike mainstream Australian and Brazilian ores, SNIM products occupy a distinctive niche in terms of physicochemical specifications and market segment. Its most widely traded product, TZFC fines, is characterised by extremely low alumina (Al2O3) and phosphorus (P) content. As an excellent blending ore, major steelmakers regularly blend SNIM fines with high-alumina Australian fines (such as certain Pilbara blend products) to significantly dilute the impurity ratio in the burden, thereby optimising blast furnace performance metrics. III. Africa's Market Transformation: Major Producers Facing Stagnation; Emerging Projects as Primary Growth Drivers Where does future growth lie? According to SMM observations, Africa is expected to undergo a significant structural transformation within the next five years. Multiple large-scale iron ore projects across the continent are currently under construction, with scheduled commissioning prior to 2030. Based on our modelling, African iron ore supply is forecast to grow substantially from the current approximately 95 Mt to 260 Mt over five years — a cumulative increase of 85%. The market structure is also expected to shift from South Africa-dominated Western-oriented exports to a Guinea-led export paradigm. Guinea — Simandou Iron Ore Project The primary growth driver will be Guinea's renowned Simandou iron ore project, jointly developed by multiple entities and representing the world's largest undeveloped high-grade open-pit hematite deposit. The project holds reserves in excess of 5 billion tonnes (bt) and a designed production capacity of 120 Mt per annum, making it the project with the greatest strategic potential to reshape the existing iron ore market structure. Since first ore shipments in late November 2025, cumulative exports from the principal export hub — the Port of Mabarya — reached approximately 1.6 Mt through Q1 2026. Blocks 1 & 2, developed under the Winning Consortium Simandou (WCS), have successfully commenced production, with 2026 capacity expected to reach nameplate and ramp-up to 60 Mt per annum projected over the next two to three years. Blocks 3 & 4, led by Simfer (a Rio Tinto and Baowu joint venture), are forecast to commission in Q1 2026, with estimated 2026 shipments of 5 Mt and a 30-month ramp-up timeline to reach 60 Mt per annum. In aggregate, Guinea is projected to achieve 120 Mt per annum before 2030, becoming the world's second-largest single iron ore project by capacity — second only to Vale's S11D project in Brazil (designed capacity of 200 Mt post-expansion, expected by 2030). Other African Countries — Key Development Projects Other nations — including Liberia, Gabon, Sierra Leone, and the Republic of Congo — all have iron ore projects under development. Projects scheduled for commissioning before 2030 account for a combined planned capacity of approximately 46 Mt. The largest single project is ArcelorMittal Liberia's (AML) Tokadeh Phase II, expected to commission in H2 2026 and reach a nameplate capacity of 20 Mt per annum by year-end, producing iron ore concentrate with an estimated grade exceeding Fe 66%. Given that AML's European steelmaking capacity cannot absorb such a large volume increment in the near term, the majority of Tokadeh's output is expected to enter the international seaborne market, exerting pricing pressure on the iron ore concentrate segment. South Africa — Structural Constraints on Production Growth South Africa's output is expected to remain broadly stable in the 63–67 Mt range, with mild downside risk. The primary underlying cause is the country's heavy dependence on the heavy-haul Sishen–Saldanha Bay rail corridor, operated by Transnet Freight Rail (TFR). In recent years, TFR has suffered a severe reduction in effective haulage capacity due to locomotive fleet shortages, frequent cable theft incidents, and chronic infrastructure underinvestment, materially constraining the rail transport of major bulk commodities including iron ore and coal. In its FY2025 annual results published in February 2026, Kumba Iron Ore — South Africa's dominant iron ore producer — reported total finished goods inventory of 7.5 Mt, up from 6.9 Mt at end-2024. With rail haulage capacity unable to match mine production, South Africa's major iron ore producers have been compelled to stockpile large volumes at mine sites. To avoid inventory saturation, miners have been forced to proactively revise production guidance downward. While producers are actively addressing haulage constraints, the deeply entrenched structural issues on the rail network are unlikely to be resolved in the short term. Mauritania — SNIM Long-Term Strategic Growth Blueprint Post-2030, attention turns to SNIM's strategic growth roadmap. Under its Horizon 1 programme, the company plans to raise annual production capacity to 45 Mt by 2031, through the implementation of lean manufacturing practices, equipment and technology upgrades, and the co-development of new mineral reserves. Of this total, 20 Mt will be produced under SNIM's wholly owned capacity, while the remaining 25 Mt will be realised through joint ventures with international capital partners. SNIM has further set a long-term target to expand annual capacity to 80 Mt by 2045 under its Horizon 3 plan. Democratic Republic of Congo (DRC) — MIFOR (Grand Est Iron Ore Project) On 26 March 2026, the DRC and China signed a Memorandum of Understanding designating the MIFOR project as a priority flagship initiative. The deposit is estimated to hold cumulative resources of 15–20 bt, with an average grade exceeding Fe 60% — a potential scale approximately 2.5 times that of Guinea's Simandou. Phase I capital expenditure is estimated at USD 28.9 billion, encompassing the construction of a heavy-haul railway and the utilisation of Congo River navigation, ultimately linking to a deep-water port at Banana on the Atlantic coast. Phase I design capacity stands at 50 Mt per annum, with a long-term target of scaling to 300 Mt per annum. These projects collectively underscore Africa's inevitable emergence as an indispensable iron ore supply source for the global steel industry. IV. Global Steel Industry Chain Transformation: Can Africa, as a Hub for High-Grade Ore, Enable DRI Production? High-Grade Ore as a DRI Feedstock Advantage Notably, the majority of Africa's current and planned iron ore projects produce ore at average total iron (Fe) grades predominantly above 65%, with extremely low impurity content. This scarce, high-grade ore is the ideal feedstock for the Direct Reduced Iron (DRI) process. As the DRI-Electric Arc Furnace (EAF) green steel route gains traction across Europe, the Americas, and China, demand for iron ore at Fe 65% and above will grow exponentially on the demand side. This will confer a substantial 'grade premium' on major projects, including South Africa's Kumba, Guinea's Simandou, and other future African producers. Over the longer term, iron ore pricing benchmarks are inexorably shifting away from the traditional Platts 62% Fe index, and African ore producers will gain bargaining leverage when renewing long-term supply agreements, thereby reshaping the global industry chain profit distribution structure. DRI Investment Pipeline in Africa In alignment with global carbon neutrality objectives, international investors — encouraged by local governments — are actively deploying capital into high value-added downstream processing facilities, including DRI plants and high-grade pellet facilities, aimed at leveraging Africa's abundant high-grade iron ore resources and vast renewable energy potential for DRI production. According to SMM observations, Africa is projected to add approximately 20 Mt of DRI capacity by 2030. The largest single project is a Libyan integrated DRI complex, jointly developed by Turkish steelmaker Tosyali and the Libyan National Steel Company, with a total design capacity of 8.1 Mt. China's Decarbonisation Push and the Global Green Steel Transition As China advances its dual carbon targets — carbon peaking by 2030 and carbon neutrality by 2060 — the domestic steelmaking sector is undergoing significant adjustment. The traditional carbon-intensive Blast Furnace–Basic Oxygen Furnace (BF-BOF) long route faces increasingly stringent capacity replacement policies and environmental regulations. Simultaneously, the global trade system is accelerating the imposition of carbon costs, most notably through the EU Carbon Border Adjustment Mechanism (CBAM), compelling global steel supply chains to accelerate the transition from the source toward a low-carbon, ultimately zero-carbon 'green steel' era. In the context of this irreversible transition, the DRI-EAF short-route process has become the most commercially viable decarbonisation pathway. To meet surging global demand for green steel, market projections indicate that global DRI designed production capacity will need to expand by hundreds of millions of tonnes during the 2030s. This scale of expansion will profoundly alter the global steel supply structure: the share of traditional hot metal (pig iron) production will progressively decline, while low-carbon DRI supply will directly determine the competitiveness of major economies in the global green steel market. In particular, 'hydrogen metallurgy' — using green hydrogen to replace natural gas and coking coal as the reductant in iron ore reduction — is widely recognised by the industry as the core technology for achieving ultimate zero-carbon steelmaking. Africa as the Future 'Green Iron' Production Hub Represented by world-class high-grade iron ore projects such as Guinea's Simandou, the progressive commissioning of these mega-mines is expected to inject over 100 Mt of high-grade iron ore per year into the global market, substantially alleviating the global scarcity of DRI-grade ore. More critically, North Africa and West Africa possess world-leading solar and wind energy potential, enabling large-scale, low-cost green hydrogen production in situ. This perfect combination of 'high-grade ore + low-cost green hydrogen' is increasingly inclinng multinational capital and steel majors toward establishing DRI production lines directly on African soil — reducing iron ore to low-carbon Hot Briquetted Iron (HBI) on-site for ocean transport to EAF facilities in Asia and Europe. Africa is thus formally transitioning from its historical role as a raw material exporter to become an indispensable link in the green iron production chain of the future.

[Top-Tier Players Drove Prices Up; GO Silicon Steel Prices Held Up Well This Week] This week, spot cold-rolled grain-oriented silicon steel prices were raised by 100 yuan/mt overall, with market transactions performing moderately. According to market feedback, ferrous metals futures fluctuated and pulled back this week, weakening raw material cost support and putting some pressure on spot market sentiment. However, Baowu's June pricing policy raised the base price of GO silicon steel by 200 yuan/mt, with grades 75 and above raised by an additional 100 yuan/mt, boosting market sentiment and driving up quotes for state-owned resources.

[SMM Flash News] Gansu Baomei Xitie Alloy ignited a 40,500 kVA ferrosilicon furnace with a daily production capacity of approximately 110 tons, supporting the 300,000-ton magnesium alloy project of Baowu Magnesium Industry in Gansu, backing the long-term plan of 500,000 tons, ensuring self-sufficiency in raw materials for magnesium smelting, and reducing costs.