California's EV Push Hinges on More Power — and Help From Drivers

At the Wall Street Journal, "Flexibility among electric-vehicle owners in how and when they charge their cars is seen as key to avoiding stress on the electrical grid":

Our idiot governor, @GavinNewsom, is pushing the chimera of an all-electric future. Why buy an electric car if you can't charge it because you have to save electricity? The ridicule writes itself. "Global warming" "climate change" is a false religion resting on blind faith. #EVs

— Donald Douglas 📘 (@AmPowerBlog) September 25, 2022

California aims to add millions of new electric vehicles in the coming years. Charging them without impairing an aging grid will require more power generation and help from EV drivers.

The state’s plan to ban the sale of new gasoline-powered cars and trucks by 2035 means more EVs will be using California’s power supplies to fuel up, adding pressure to the grid.

This summer, the state faced the threat of rolling blackouts during an extended heat wave and asked people to avoid charging and using major appliances during critical hours, raising questions of whether its electrical grid can handle the added demand from charging EVs.

The state’s success depends on a range of factors, which include influencing the behavior of many consumers who are used to accessing gasoline at any time and unaccustomed to thinking about curtailing electricity use outside of weather emergencies.

“Are people going to top off every night? Are people going to wait every few days and then charge up all at once?” asked Dan Bowermaster, senior program manager for electric transportation at EPRI, a nonprofit research group. “There are a lot of questions about customer behavior.”

To help manage the demand on the electrical grid, utilities and auto makers are offering incentives for owners to charge up at certain times and in different ways. Charging usually takes place at home over several hours, with similar kinds of chargers available at places like offices where people are parked for long periods.

Ultimately, vehicle-to-grid technology that can use EV batteries to back up power to homes or send electricity back to the grid will be adopted, analysts say.

In California, managing the stresses on the grid is important because of the expected demand added by charging. The state’s energy commission estimates that in 2030, California will have 5.4 million passenger EVs and 193,000 medium- and heavy-duty EVs, resulting in charging approaching 5% of the electric load during peak hours from less than 1% currently.

California’s strategy includes adding renewable energy supplies and limiting power demand, such as asking people not to charge EVs during critical hours, as it did this month amid the heat wave, said Liane Randolph, chair of the California Air Resources Board, the agency that sets air quality and vehicle emissions standards.

Ms. Randolph said EV charging isn’t going to break the grid because consumers can control when they charge and avoid busier times. “The reality is the grid is only stressed in a limited period, a few hours in the early evening on certain types of days. Most of the time it’s fine.”

A Stanford University study published Thursday found daytime public or workplace EV charging, instead of the more common at-home charging, would be the least stressful for the grid in Western states. With current electricity rate designs, the study also found the grid could face problems late at night—when EV drivers typically charge in home garages—because too many cars could start charging at once and create a demand spike.

“If everyone were doing that, it would cause really big problems,” said Siobhan Powell, the study’s lead author.

California is rapidly overhauling its electricity supplies, retiring older fossil fuel plants and adding more renewable resources such as solar, wind and battery projects, but the addition of new power isn’t coming fast enough to avoid potential problems.

Heat waves, drought and the slow pace to site and permit projects have made setting a target to decarbonize the power grid challenging. A crunchtime arrives on hot evenings when the West’s abundant solar power drops but demand for air conditioning remains high. California lawmakers voted in August to keep the state’s last nuclear plant online in a bid to ease anticipated electricity supply shortages.

“There’s some energy challenges in how we’re bringing on new resources to meet this new growth of electricity demand,” said John Moura, director of reliability assessment and performance analysis at the North American Electric Reliability Corp., a nonprofit that develops standards for utilities and power producers.

Mr. Moura said at-home charging sessions draw about the power of 2.5 air conditioners. He doesn’t expect the increased demand to create a problem with delivering reliable power to homes and businesses, mainly because utilities will manage the connection of new EV chargers. If they had to, utilities would delay charger connections until they could make grid reliability improvements to provide more power. It is an outcome to avoid, Mr. Moura said, because it would anger and inconvenience customers who would have EVs as their only new-car option.

“The disaster kind of comes from the rally cries from the public that utilities aren’t connecting their EVs fast enough,” Mr. Moura said. “And now that bumps up against EV mandates. That’s the train-crash scenario.”

EVs won’t arrive all at once, or even by 2035. Cars typically last more than 15 years, which means the fleet turnover in California will take place over many years, analysts say...

 

Policies Pushing Electric Vehicles Show Why Few People Want One

From Bjorn Lomborg, at the Wall Street Journal, "They wouldn’t need huge subsidies to sell if they really were a good choice, and consumers know that":

We constantly hear that electric cars are the future—cleaner, cheaper and better. But if they’re so good, why does California need to ban gasoline-powered cars? Why does the world spend $30 billion a year subsidizing electric ones?

In reality, electric cars are only sometimes and somewhat better than the alternatives, they’re often much costlier, and they aren’t necessarily all that much cleaner. Over its lifetime, an electric car does emit less CO2 than a gasoline car, but the difference can range considerably depending on how the electricity is generated. Making batteries for electric cars also requires a massive amount of energy, mostly from burning coal in China. Add it all up and the International Energy Agency estimates that an electric car emits a little less than half as much CO2 as a gasoline-powered one.

The climate effect of our electric-car efforts in the 2020s will be trivial. If every country achieved its stated ambitious electric-vehicle targets by 2030, the world would save 231 million tons of CO2 emissions. Plugging these savings into the standard United Nations Climate Panel model, that comes to a reduction of 0.0002 degree Fahrenheit by the end of the century.

Electric cars’ impact on air pollution isn’t as straightforward as you might think. The vehicles themselves pollute only slightly less than a gasoline car because their massive batteries and consequent weight leads to more particulate pollution from greater wear on brakes, tires and roads. On top of that, the additional electricity they require can throw up large amounts of air pollution depending on how it’s generated. One recent study found that electric cars put out more of the most dangerous particulate air pollution than gasoline-powered cars in 70% of U.S. states. An American Economic Association study found that rather than lowering air pollution, on average each additional electric car in the U.S. causes additional air-pollution damage worth $1,100 over its lifetime.

The minerals required for those batteries also present an ethical problem, as many are mined in areas with dismal human-rights records. Most cobalt, for instance, is dug out in Congo, where child labor is not uncommon, specifically in mining. There are security risks too, given that mineral processing is concentrated in China.

Increased demand for already-prized minerals is likely to drive up the price of electric cars significantly. The International Energy Agency projects that if electric cars became as prevalent as they would have to be for the world to reach net zero by 2050, the annual total demand for lithium for automobile batteries alone that year would be almost 28 times as much as current annual global lithium production. The material prices for batteries this year are more than three times what they were in 2021, and electricity isn’t getting cheaper either.

Even if rising costs weren’t an issue, electric cars wouldn’t be much of a bargain. Proponents argue that though they’re more expensive to purchase, electric cars are cheaper to drive. But a new report from a U.S. Energy Department laboratory found that even in 2025 the agency’s default electric car’s total lifetime cost will be 9% higher than a gasoline car’s, and the study relied on the very generous assumption that electric cars are driven as much as regular ones. In reality, electric cars are driven less than half as much, which means they’re much costlier per mile....

Electric vehicles will take over the market only if innovation makes them actually better and cheaper than gasoline-powered cars. Politicians are spending hundreds of billions of dollars and keeping consumers from the cars they want for virtually no climate benefit.

Despite Climate Bill, Electric Cars Will Remain Out of Reach for Many

Well, blow me down! 

At the New York Times, "Electric Cars Too Costly for Many, Even With Aid in Climate Bill ":

Battery-powered vehicles are considered essential to the fight against climate change, but most models are aimed at the affluent.

Policymakers in Washington are promoting electric vehicles as a solution to climate change. But an uncomfortable truth remains: Battery-powered cars are much too expensive for a vast majority of Americans.

Congress has begun trying to address that problem. The climate and energy package passed on Sunday by the Senate, the Inflation Reduction Act, would give buyers of used electric cars a tax credit.

But automakers have complained that the credit would apply to only a narrow slice of vehicles, at least initially, largely because of domestic sourcing requirements. And experts say broader steps are needed to make electric cars more affordable and to get enough of them on the road to put a serious dent in greenhouse gas emissions.

Policymakers in Washington are promoting electric vehicles as a solution to climate change. But an uncomfortable truth remains: Battery-powered cars are much too expensive for a vast majority of Americans.

Congress has begun trying to address that problem. The climate and energy package passed on Sunday by the Senate, the Inflation Reduction Act, would give buyers of used electric cars a tax credit.

But automakers have complained that the credit would apply to only a narrow slice of vehicles, at least initially, largely because of domestic sourcing requirements. And experts say broader steps are needed to make electric cars more affordable and to get enough of them on the road to put a serious dent in greenhouse gas emissions. High prices are caused by shortages of batteries, of raw materials like lithium, and of components like semiconductors. Strong demand for electric vehicles from affluent buyers means that carmakers have little incentive to sell cheaper models. For low- and middle-income people who don’t have their own garages or driveways, another obstacle is the lack of enough public facilities to recharge.

The bottlenecks will take years to unclog. Carmakers and suppliers of batteries and chips must build and equip new factories. Commodity suppliers have to open new mines and build refineries. Charging companies are struggling to install new stations fast enough. In the meantime, electric vehicles remain largely the province of the rich.

To some extent, the carmakers are following their usual game plan. They have always introduced new technology at a luxury price. With time, the new features and gadgets make their way into cheaper cars. But emission-free technology has an urgency that voice navigation or massaging seats did not. Transportation accounts for 27 percent of greenhouse gas emissions in the United States, according to the Environmental Protection Agency. Battery-powered cars produce far less carbon dioxide than vehicles that run on gasoline or diesel. That’s true even accounting for the emissions from generating electricity and from manufacturing batteries, according to numerous studies.

Only a few years ago analysts were predicting that electric vehicles would soon be as cheap to buy as gasoline cars. Factoring in the savings on fuel and maintenance, going electric would be a no-brainer.

Instead, soaring prices of commodities like lithium, an essential ingredient in batteries, helped raise the average sticker price of an electric vehicle by 14 percent last year to $66,000, $20,000 more than the average for all new cars, according to Kelley Blue Book.

Demand for electric vehicles is so strong that models like the Ford Mach-E are effectively sold out, and there are long wait times for others. Tesla’s website informs buyers that they can’t expect delivery of a Model Y, with a purchase price of $66,000, until sometime between January and April 2023.

With so much demand, carmakers have little reason to target budget-minded buyers. Economy car stalwarts like Toyota and Honda are not yet selling significant numbers of all-electric models in the United States. Scarcity has been good for Ford, Mercedes and other carmakers that are selling fewer cars than before the pandemic but recording fat profits.

Automakers are “not giving any more discounts because demand is higher than the supply,” said Axel Schmidt, a senior managing director at Accenture who oversees the consulting firm’s automotive division. “The general trend currently is no one is interested in low prices.”

Advertised prices for electric vehicles tend to start at around $40,000, not including a federal tax credit of $7,500. Good luck finding an electric car at that semi-affordable price.

Ford has stopped taking orders for Lightning electric pickups, with an advertised starting price of about $40,000, because it can’t make them fast enough. Hyundai advertises that its electric Ioniq 5 starts at about $40,000. But the cheapest models available from dealers in the New York area, based on a search of the company’s website, were around $49,000 before taxes.

Tesla’s Model 3, which the company began producing in 2017, was supposed to be an electric car for average folks, with a base price of $35,000. But Tesla has since raised the price for the cheapest version to $47,000...

Shoot, $35,000's still not cheap. Some schlup from the barrio, South Central, or any urban 'hood near you ain't buying this car, or any EV, for that matter. These cars are for the leftist climate change psychos. Teslas are everywhere in Irvine. They're boring af. They all look the same. Nothing against them in principle. But if that's your status symbol gtfo. (*Eye-rol*.)

Keep reading. 

I Rented an Electric Car for a Four-Day Road Trip. I Spent More Time Charging It Than I Did Sleeping

Any person with a brain knows this. Electric vehicles are for driving around town, not built for the road: 😎

At WSJ, "Our writer drove from New Orleans to Chicago and back to test the feasibility of taking a road trip in an EV. She wouldn’t soon do it again":

I thought it would be fun.

That’s what I told my friend Mack when I asked her to drive with me from New Orleans to Chicago and back in an electric car.

I’d made long road trips before, surviving popped tires, blown headlights and shredded wheel-well liners in my 2008 Volkswagen Jetta. I figured driving the brand-new Kia EV6 I’d rented would be a piece of cake.

If, that is, the public-charging infrastructure cooperated. We wouldn’t be the first to test it. Sales of pure and hybrid plug-ins doubled in the U.S. last year to 656,866—over 4% of the total market, according to database EV-volumes. More than half of car buyers say they want their next car to be an EV, according to recent Ernst & Young Global Ltd. data.

Oh—and we aimed to make the 2,000-mile trip in just under four days so Mack could make her Thursday-afternoon shift as a restaurant server.

Less money, more time

Given our battery range of up to 310 miles, I plotted a meticulous route, splitting our days into four chunks of roughly 7½-hours each. We’d need to charge once or twice each day and plug in near our hotel overnight.

The PlugShare app—a user-generated map of public chargers—showed thousands of charging options between New Orleans and Chicago. But most were classified as Level 2, requiring around 8 hours for a full charge.

While we’d be fine overnight, we required fast chargers during the days. ChargePoint Holdings Inc., which manufactures and maintains many fast-charging stations, promises an 80% charge in 20 to 30 minutes. Longer than stopping for gas—but good for a bite or bathroom break.

The government is spending $5 billion to build a nationwide network of fast chargers, which means thousands more should soon dot major highways. For now, though, fast chargers tend to be located in parking lots of suburban shopping malls, or tethered to gas stations or car dealerships.

Cost varies widely based on factors such as local electricity prices and charger brands. Charging at home tends to be cheaper than using a public charger, though some businesses offer free juice as a perk to existing customers or to entice drivers to come inside while they wait.

Over four days, we spent $175 on charging. We estimated the equivalent cost for gas in a Kia Forte would have been $275, based on the AAA average national gas price for May 19. That $100 savings cost us many hours in waiting time.

But that’s not the whole story.

Charging nuances

New Orleans, our starting point, has exactly zero fast chargers, according to PlugShare. As we set out, one of the closest is at a Harley-Davidson dealership in Slidell, La., about 40 minutes away. So we use our Monday-morning breakfast stop to top off there on the way out of town.

But when we tick down 15% over 35 miles? Disconcerting. And the estimated charging time after plugging in? Even more so. This “quick charge” should take 5 minutes, based on our calculations. So why does the dashboard tell us it will take an hour?

“Maybe it’s just warming up,” I say to Mack. “Maybe it’s broken?” she says.

Over Egg McMuffins at McDonald’s, we check Google. Chargers slow down when the battery is 80% full, the State of Charge YouTube channel tells us.

Worried about time, we decide to unplug once we return to the car, despite gaining a measly 13% in 40 minutes.

When ‘fast’ isn’t fast Our real troubles begin when we can’t find the wall-mounted charger at the Kia dealership in Meridian, Miss., the state’s seventh-largest city and hometown of country-music legend Jimmie Rodgers.

When I ask a mechanic working on an SUV a few feet away for help, he says he doesn’t know anything about the machine and points us inside. At the front desk, the receptionist asks if we’ve checked with a technician and sends us back outside.

Not many people use the charger, the mechanic tells us when we return. We soon see why. Once up and running, our dashboard tells us a full charge, from 18% to 100%, will take 3-plus hours.

It turns out not all “fast chargers” live up to the name. The biggest variable, according to State of Charge, is how many kilowatts a unit can churn out in an hour. To be considered “fast,” a charger must be capable of about 24 kW. The fastest chargers can pump out up to 350. Our charger in Meridian claims to meet that standard, but it has trouble cracking 20.

“Even among DC fast chargers, there are different level chargers with different charging speeds,” a ChargePoint spokeswoman says.

Worse, it is a 30-minute walk to downtown restaurants. We set off on foot, passing warehouses with shattered windows and an overgrown lot filled with rusted fuel pumps and gas-station signs. Clambering over a flatcar of a stalled freight train, we half-wish we could hop a boxcar to Chicago.

Missed reservations

By the time we reach our next station, at a Mercedes-Benz dealership outside Birmingham, Ala., we’ve already missed our dinner reservations in Nashville—still 200 miles away.

Here, at least, the estimated charging time is only an hour—and we get to make use of two automatic massage chairs while we wait.

Salesman Kurt Long tells us the dealership upgraded its chargers to 54-kW models a few weeks earlier when the 2022 Mercedes EQS-Class arrived.

“Everyone’s concern is how far can the cars go on a charge,” he says. He adds that he would trade in his car for an EV tomorrow if he could afford the $102,000 price tag. “Just because it would be convenient for me because I work here,” he says. “Otherwise, I don’t know if I would just yet.”

A customer who has just bought a new BMW says he’d consider an EV one day—if the price drops.

“You remember when the microwave came out? Or DVD players?” says Dennis Boatwright, a 58-year-old tree surgeon. “When you first get them the prices were real high, but the older they are, the cheaper they get.”

When we tell him about our trip, he asks if we’ll make it to Chicago.

“We’re hoping,” I say.

“I’m hoping, too,” he says.

 

Electric Vehicle Batteries Exploding at General Motors' Orion Assembly Plant, Lake Orion, Michigan

You have to read the whole thing.

The Orion plant shifted to manufacturing 100 percent electricity vehicles, the Chevrolet Bolt, and with an epidemic of battery explosions, G.M. laid off the entire workforce.

Because the shift to green energy is going so swimmingly

At Pirate's Cove, "Oops: GM Electric Vehicle Batteries Keep Exploding":

The crisis involving the Chevrolet Bolt was a painful reminder for the auto industry that despite treating the electric vehicle era as essentially inevitable - a technical fait accompli - significant obstacles to manufacturing the cars, and especially their batteries, continue to threaten that future...

Yes, threatening the future, as I've been blogging recently.

Be smart. Don't buy an electric vehicle.  

Five-Star Emporium of Ambition in Kinshasha

Following-up, "A Power Struggle Over Cobalt Rattles the Clean Energy Revolution."

At NYT. "On the Banks of the Furious Congo River, a 5-Star Emporium of Ambition":

KINSHASA, Democratic Republic of Congo — The lobby of the Fleuve Congo Hotel was a swirl of double-breasted suits and tailored dresses one April morning. Shiny gold watches dangled from wrists. Stilettos clacked across marble floors. Smooth jazz played as men in designer loafers sipped espressos.

Situated on the banks of the muddy, furious Congo River, the Fleuve is an emporium of ambition in a nation that, despite extreme poverty and chronic corruption, serves up raw materials crucial to the planet’s battle against climate change.

The soil in the Democratic Republic of Congo is bursting with cobalt and other metals used in the production of electric car batteries, wind turbines and other mainstays of the green energy revolution. Practically everyone who passes through the hotel, where the air conditioning battles the sweltering heat, seems determined to grab a piece of the wealth.

Just off the lobby that day, near a sumptuous brunch buffet, sat Dikembe Mutombo, the 7-foot-2 former NBA all-star player. He had teamed up in his quest for mineral riches with Gentry Beach, a Texas hedge-fund manager who is a family friend and major fund-raiser to former President Donald J. Trump. Mr. Mutombo shared his table with a top Congolese mining lawyer turned politician whose office is conveniently located in a complex near the hotel.

As the clean energy revolution upends the centuries-long lock of fossil fuels on the global economy, dealmakers and hustlers converge on the Fleuve Congo Hotel.

Felix Tshisekedi, the Congolese president, top in the gray suit, arrived this spring at the Fleuve Congo Hotel in Kinshasa.Credit...

Situated on the banks of the muddy, furious Congo River, the Fleuve is an emporium of ambition in a nation that, despite extreme poverty and chronic corruption, serves up raw materials crucial to the planet’s battle against climate change.

The soil in the Democratic Republic of Congo is bursting with cobalt and other metals used in the production of electric car batteries, wind turbines and other mainstays of the green energy revolution. Practically everyone who passes through the hotel, where the air conditioning battles the sweltering heat, seems determined to grab a piece of the wealth.

Just off the lobby that day, near a sumptuous brunch buffet, sat Dikembe Mutombo, the 7-foot-2 former NBA all-star player. He had teamed up in his quest for mineral riches with Gentry Beach, a Texas hedge-fund manager who is a family friend and major fund-raiser to former President Donald J. Trump. Mr. Mutombo shared his table with a top Congolese mining lawyer turned politician whose office is conveniently located in a complex near the hotel.

Mr. Mutombo is among a wave of adventurers and opportunists who have filled a vacuum created by the departure of major American mining companies, and by the reluctance of other traditional Western firms to do business in a country with a reputation for labor abuses and bribery.

The list of fortune hunters includes Erik Prince, the security contractor and ex-Navy SEAL; Jide Zeitlin, the Nigerian-born former chief executive of the parent company of Coach and Kate Spade; and Aliaune Thiam, the Senegalese-American musician known as Akon.

All have been drawn to Congo’s high-risk, high-reward mining sector as the demand for cobalt has skyrocketed because automakers around the world are speeding up plans to convert from gasoline- to electric-powered fleets.

Most recently, Ford Motor, General Motors and Toyota announced they would spend billions of dollars to build battery factories in the United States. The price of cobalt has doubled since January, and more than two-thirds of the global supply is here in Congo.

The Fleuve became the go-to luxury destination after a politically connected Chinese businessman — himself a mining dealmaker — was awarded a contract to run what had once been an abandoned 1970s-era office building. The now five-star hotel has usurped the elite status of its competitor next door, built in the 1960s with U.S. government financing, and it is the kind of place where swashbucklers arrive by private plane trailed by paparazzi, and where some guests keep suitcases of cash and nuggets of gold locked in their rooms.

The frenzied atmosphere at the hotel reflects a pivotal moment for the country — and the world — as the clean energy revolution upends the centuries-long lock of fossil fuels on the global economy.

“Congo is the one who is going to deliver the EV of the future,” Mr. Mutombo, the retired basketball player, said of electric vehicles. “There is no other answer.”

But such bravado signals trouble to some seasoned business people, who see a lot of show and little substance in the new class of deal seekers.

“The country has become the prey of international adventurers,” said Jozsef M. Kovacs, who built the neighboring hotel, originally an InterContinental, which once hosted waves of executives from major Western mining companies that had billions of dollars in capital available to them and decades of mining experience. A handful of those traditional investors remain in Congo, including Robert Friedland, founder of Vancouver, B.C.-based Ivanhoe Mines. But Ivanhoe’s operations are now in large part financed by Chinese investors, who dominate the industrial mining sector in Congo.

“You don’t have a lot of these Fortune 500 mining companies,” said Luc Gerard Nyafé, a regular at the Fleuve who advises the Congolese president and is pursuing mining interests here. “That is something that needs to change.”

But for now, at least, the adventurers have taken center stage, and sometimes their ambitions converge at the Fleuve. Ambassadors, mercenaries, celebrities, musicians, athletes, entrepreneurs — they all pass through...

A Power Struggle Over Cobalt Rattles the Clean Energy Revolution

I thought I'd posted on this topic earlier. The Times has been running a series on global demand for cobalt, to supply manufacturers of electric vehicles with, apparently, the most basic mineral needed in the industry.

Behold green neoimperialism.

I'll post more, but for now, see, "The quest for Congo’s cobalt, which is vital for electric vehicles and the worldwide push against climate change, is caught in an international cycle of exploitation, greed and gamesmanship":

KISANFU, Democratic Republic of Congo — Just up a red dirt road, across an expanse of tall, dew-soaked weeds, bulldozers are hollowing out a yawning new canyon that is central to the world’s urgent race against global warming.

For more than a decade, the vast expanse of untouched land was controlled by an American company. Now a Chinese mining conglomerate has bought it, and is racing to retrieve its buried treasure: millions of tons of cobalt.

At 73, Kyahile Mangi has lived here long enough to predict the path ahead. Once the blasting starts, the walls of mud-brick homes will crack. Chemicals will seep into the river where women do laundry and dishes while worrying about hippo attacks. Soon a manager from the mine will announce that everyone needs to be relocated.

“We know our ground is rich,” said Mr. Mangi, a village chief who also knows residents will share little of the mine’s wealth.

This wooded stretch of southeast Democratic Republic of Congo, called Kisanfu, holds one of the largest and purest untapped reserves of cobalt in the world.

The gray metal, typically extracted from copper deposits, has historically been of secondary interest to miners. But demand is set to explode worldwide because it is used in electric-car batteries, helping them run longer without a charge.

Outsiders discovering — and exploiting — the natural resources of this impoverished Central African country are following a tired colonial-era pattern. The United States turned to Congo for uranium to help build the bombs dropped on Hiroshima and Nagasaki and then spent decades, and billions of dollars, seeking to protect its mining interests here.

Now, with more than two-thirds of the world’s cobalt production coming from Congo, the country is once again taking center stage as major automakers commit to battling climate change by transitioning from gasoline-burning vehicles to battery-powered ones. The new automobiles rely on a host of minerals and metals often not abundant in the United States or the oil-rich Middle East, which sustained the last energy era.

But the quest for Congo’s cobalt has demonstrated how the clean energy revolution, meant to save the planet from perilously warming temperatures in an age of enlightened self-interest, is caught in a familiar cycle of exploitation, greed and gamesmanship that often puts narrow national aspirations above all else, an investigation by The New York Times found.

The Times dispatched reporters across three continents drawn into the competition for cobalt, a relatively obscure raw material that along with lithium, nickel and graphite has gained exceptional value in a world trying to set fossil fuels aside.

More than 100 interviews and thousands of pages of documents show that the race for cobalt has set off a power struggle in Congo, a storehouse of these increasingly prized resources, and lured foreigners intent on dominating the next epoch in global energy.

In particular, a rivalry between China and the United States could have far-reaching implications for the shared goal of safeguarding the earth. At least here in Congo, China is so far winning that contest, with both the Obama and Trump administrations having stood idly by as a company backed by the Chinese government bought two of the country’s largest cobalt deposits over the past five years.

As the significance of those purchases becomes clearer, China and the United States have entered a new “Great Game” of sorts. This past week, during a visit promoting electric vehicles at a General Motors factory in Detroit, President Biden acknowledged the United States had lost some ground. “We risked losing our edge as a nation, and China and the rest of the world are catching up,” he said. “Well, we’re about to turn that around in a big, big way.”

China Molybdenum, the new owner of the Kisanfu site since late last year, bought it from Freeport-McMoRan, an American mining giant with a checkered history that five years ago was one of the largest producers of cobalt in Congo — and now has left the country entirely.

In June, just six months after the sale, the Biden administration warned that China might use its growing dominance of cobalt to disrupt the American push toward electric vehicles by squeezing out U.S. manufacturers. In response, the United States is pressing for access to cobalt supplies from allies, including Australia and Canada, according to a national security official with knowledge of the matter.

American automakers like Ford, General Motors and Tesla buy cobalt battery components from suppliers that depend in part on Chinese-owned mines in Congo. A Tesla longer-range vehicle requires about 10 pounds of cobalt, more than 400 times the amount in a cellphone.

Already, tensions over minerals and metals are rattling the electric vehicle market.

Deadly rioting in July near a port in South Africa, where much of Congo’s cobalt is exported to China and elsewhere, caused a global jump in the metal’s prices, a surge that only worsened through the rest of the year.

Last month, the mining industry’s leading forecaster said the rising cost of raw materials was likely to drive up battery costs for the first time in years, threatening to disrupt automakers’ plans to attract customers with competitively priced electric cars.

Jim Farley, Ford’s chief executive, said the mineral supply crunch needed to be confronted.

“We have to solve these things,” he said at an event in September, “and we don’t have much time.”

Automakers like Ford are spending billions of dollars to build their own battery plants in the United States, and are rushing to curb the need for newly mined cobalt by developing lithium iron phosphate substitutes or turning to recycling. As a result, a Ford spokeswoman said, “we do not see cobalt as a constraining issue.” ...

Still more.