Ultra-Contemporary Art Falls Flat at London Sales

Art by young contemporary artists performed well at auctions in London this week, but few flew off the auction blocks in a frenzy as had been the case through early last year.

That led the total value of evening sales of works by artists under the age of 45 to sink 80% from a year ago to £1.9 million (US$2.41 million), according to the London art analysis firm ArtTactic. The total value of young contemporary art sold at evening auctions this week was also 63% lower than at the London evening auctions in February, which itself represented a 25% drop in value from a year earlier.

An uncertain global economy, high inflation, and persistent geopolitical conflicts, combined with the fact these sales come at the tail end of a brisk season of art buying at both auctions and fairs, likely all contributed. Also, the evening sale totals this June didn’t include Phillips, which opted to only offer a day sale.

At least a quarter of Phillips “20th Century to Now” auction on Friday of more than 100 works were by ultra-contemporary artists, a category the auction house has long led. But four lots on the block failed to find buyers, including paintings by Shara Hughes and Harold Ancart. With only a few exceptions, most others sold within presale estimates.

A standout was the very last lot of the sale: Belgian artist Albert Willem’s All in All Not Bad For His First Attempt, 2021, depicting an airplane with plumes of black smoke that landed in the middle of a city intersection, sold for £180,000, before fees, several multiples of a £15,000 high estimate.

Anna Weyant, Cloud Hill, 2020, which sold at Phillips for a hammer price of 225,000. Courtesy of Phillips

All-in-all, Phillips’ auction realised only £7.15 million, before fees, below a presale estimate range between £8.6 million and £12.3 million, according to ArtTactic. With fees, the sales brought in £9.1 million, with 84% of lots sold, Phillips said.

Overall evening sale results at Christie’s and Sotheby’s declined 22.1% from a year ago to nearly £219 million, before fees, with only five lots selling for more than £5 million, including Gustav Klimt’s Lady with a Fanfor a record price of US$108 million at Sotheby’s on Tuesday.

One reason ultra-contemporary works didn’t spark lofty bidding at this week’s sales is that many of the works weren’t the best examples from these artists, says Morgan Long, managing director of the Fine Art Group, a London art advisory.

According to Long, galleries have been cracking down on “flipping,” that is, buying works on the primary market and selling them soon afterward via the auction houses. The result: “You’re not getting access to and putting into auction really great primary material,” she says.

And, Long says, “most people who want good primary [works], have access” to them. A buyer who wants to see great works by Caroline Walker—a popular Scottish contemporary artist—can find high-quality examples at her gallery, Stephen Friedman in London. Lesser quality examples head to auction, she says.

There were three works by Walker sold at Phillips, including Reception, 2013, which sold for a price before fees of £140,000, below expectations.

Buyer hype for younger contemporary artists also cycles in and out of fashion. In May 2022, works by Anna Weyant led three evening sales in New York. This spring, sightings of Weyant works were scarce. Cloud Hill, a 2020 portrait by the artist sold for £225,000, before fees, at Phillips, below a £250,000 low estimate.

Currently, artists such as Michaela Yearwood-Dan, Julien Nguyen, and Sahara Longe are gaining more attention. “There are all these new ones that have cropped up in between the old guard of the young and the new guard of the young,” says Naomi Baigell, managing director at TPC Art Finance in New York.

Buyers, Baigell says, “are probably looking to see what they can get that doesn’t fly out of the saleroom. And because we’re still in this political and financial environment, the eye is much more discerning when they’re thinking of acquisitions.”

And, she says, collectors “want to start with artists that are going to increase in value, not ones that have increased in value.”

The price points for most works by young contemporary artists often fit the bill. During the London evening sales tracked by ArtTactic, three of the top five performing works were by young contemporary artists Louis Fratino, Yearwood-Dan, and Guglielmo Castelli. The top-selling young artists were Walker, Amoako Boafo, Fratino, Ahmed Mater, and Yearwood-Dan.

But newer collectors to the market are also drawn to newer works and to the access to the art world buying these pieces can provide. Since the start of the pandemic, these combined factors have drawn in a wider group of newer, often younger collectors in addition to seasoned buyers, Baigell says. That’s a far broader swath of individuals than those able to buy a Klimt for US$108.4 million.

Galleries are responding to this trend by seeking out and bringing in younger artists. For all these reasons, Baigell believes the ultra-contemporary art segment will continue to thrive and drive interest in the market.

“We’re going to be seeing a lot more of this 21st-century [art] be what is exciting to watch at auction,” she says.

Note: Usual Northern Sea Route shown for illustrative purposes Source: Sea Legend Daniel Kiss/WSJ

Shipping cargo through an Arctic shortcut never made economic sense—until now.

Climate change and war in the Middle East are flipping the math that previously kept ships plying longer routes from Asia to Europe. A Chinese company on Saturday is starting the first regular cargo service to Europe through Arctic waters, seeking to reap the benefits of quicker travel time and less fuel use.

The shipper Sea Legend will dispatch the Dubai Tower from Ningbo, China, to Felixstowe in the U.K. on what it calls the Arctic Express, following a route along Russia’s north coast. The voyage by the vessel, which is capable of carrying 1,740 20-foot containers, is the biggest commercial step in the Arctic since a Maersk containership first completed the route in 2018.

Global warming is a big factor behind the new route, but it is not the only one. Nearly half the Arctic region’s summer ice—an area four times the size of Texas—has melted over five decades, clearing a fairly reliable path in the summer months. Meanwhile, high oil prices and attacks by Houthi rebels in the Red Sea have made the traditional routes costlier and more dangerous.

Members of China's 16th Arctic Ocean scientific expedition team take selfies on the ice surface. — Members of a Chinese scientific expedition team on surface ice in the Arctic Ocean this week. Wen Jinghua/Xinhua/ZUMA Press

Beyond that, Beijing has ambitions to play a role in the Arctic’s future, lending a geopolitical dimension to the Chinese company’s shipping route.

Last year Sea Legend completed a trial run from Asia to Europe in a record 20 days. That is roughly half the time of a voyage via Africa’s Cape of Good Hope that many carriers now take because of the Red Sea uncertainty.

Fuel accounts for 70% or more of the costs while at sea, said Alan Murphy, a former Maersk analyst who runs research firm Sea-Intelligence.

Saving fuel by shortening the journey doesn’t automatically make a route profitable. Insurance premiums for the Arctic are 40% higher than the Cape of Good Hope route, said Jonathan Steenberg, an economist at credit insurer Coface. Sea Legend’s Arctic vessels are relatively small. And even after warming, an icebreaker is still sometimes needed to help the cargo ship.

But if the ship can go without an icebreaker, Coface said the Arctic route is now cheaper than a Cape of Good Hope voyage in some circumstances. It estimated that at current oil prices of around $90, the cost of shipping liquid bulk such as liquefied natural gas could drop roughly 33% compared with the Cape of Good Hope route, while dry bulk goods such as cereals would cost about 8% less.

The container ship Istanbul Bridge being unloaded by large blue and red cranes at the port of Gdansk. — A containership operated by Sea Legend in the port of Gdansk, Poland. jackowski/epa/Shutterstock

The route is only passable in the summer and fall. Sea Legend plans eight voyages between August and late October, before conditions get too icy.

“It’s not the Suez Canal but it’s a significant number for the Arctic. It shows there is potential,” said Malte Humpert, founder of the U.S.-based Arctic Institute and author of a book on Chinese shipping in the Arctic.

Even in summer, ships have to navigate around dangerous ice floes and deal with rapidly changing weather. By the end of the shipping season in October, the sky is dark most of the time.

A Russian tanker suffered serious damage to its hull while sailing along the Arctic route despite being assisted by an icebreaker, its insurer, AlfaStrakhovanie, said Thursday, adding that it paid out roughly $650,000.

Coface estimates 3.5% of trade among East Asia, Europe and North America will be able to use Arctic routes within the next five years, representing $64 billion in goods.

Last summer, a record 23 cargo ships transited the Northern Sea Route, which hugs Russia’s north coast. That is tiny compared with the Suez Canal, where more than 30 ships transited daily.

Western companies that want to follow in Sea Legend’s path have to navigate treacherous politics. Russia claims sovereignty over the entire Northern Sea Route and permits for ship traffic are issued by its state-controlled nuclear operator, Rosatom.

Aerial view of a port with many cargo ships, red cranes, and rows of stacked shipping containers. — The Dubai Tower’s route will begin in the Chinese port of Ningbo. Huang Zongzhi/ZUMA Press

“Western companies are in a tricky position,” said Humpert of the Arctic Institute. “At what point do they jump back in the water? When does it become economically necessary, and how do you weigh that against environmental risks and the political dimension?”

An alternative Arctic route, the Northwest Passage that connects the Atlantic and Pacific oceans via the Canadian Arctic, is less passable because it is dominated by narrow waterways where ice gets bunched up. The highest number of cargo ships completing the passage in a year was 13, in 2023.

China has declared itself a near-Arctic state despite not having access to Arctic waters. It depends on Russia’s goodwill to use the Northern Sea Route.

“Beijing is concerned that if they don’t establish a significant strategic presence in the Arctic now, it’s going to be more difficult in the future,” said Marc Lanteigne, expert in polar geopolitics at the Arctic University of Norway in Tromsø. However, he said, “China needs to be careful not to give the impression that they are trying to challenge the strategic order in the Arctic.”

Sea Legend didn’t respond to requests for comment.

Any polar venture contributes to China’s quest to master Arctic travel. The country also has three icebreakers and a support vessel currently on a monthslong scientific expedition north of Greenland. Scientific and commercial voyages can yield data about natural resources awaiting below melting ice caps and information for positioning nuclear-armed submarines.

Ultra-Contemporary Art Falls Flat at London Sales

China is launching the first regular Arctic cargo route to Europe, offering faster journeys and lower fuel costs as melting ice and Red Sea risks reshape global shipping.