Cobalt prices have crashed over the last two years and are now trading around eight-year lows. It’s the latest downswing in a long history of boom-bust cycles for the battery metal.
Like other battery metals such as lithium, cobalt is suffering from slower-than-expected growth in the Western electric vehicle sector. An additional headwind comes from a new generation of batteries using lithium-iron phosphate chemistry and zero cobalt.
It’s not as if demand has stopped growing at all. Adamas Intelligence estimates some 5,000 tons of cobalt were deployed in new energy vehicle sales in May, a year-on-year increase of 12%.
It’s just that global supply is rising much faster thanks to rapidly expanding capacity in the Democratic Republic of Congo and Indonesia. Cobalt is mined as a byproduct of copper and nickel respectively in those two countries, meaning the sensitivity to low prices is limited.
The market is in surplus and expected to remain so for the next couple of years at least, according to Glencore CEO Gary Nagle. The company, which was last year overtaken as the world’s largest producer by China’s CMOC Group, has given up on stockpiling metal to help support prices.
However, bombed-out prices have presented opportunities for some. China’s strategic stockpile manager bought 8,700 tons of cobalt last year and is aiming to buy another 15,000 tons this year.
The CME, which launched its cobalt contract in 2020, has seen activity mushroom as the price has fallen steadily from its most recent peak.
Some of the surplus has even made it as far as London Metal Exchange warehouses, rekindling a contract that didn’t trade at all last year. Here’s my full take on the cobalt price crash.
