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In Part 1 of this series titled “Everything you need to know about electric micro-cars, NEVs, LSVs, & golf carts,” we discussed the various categories of micro-cars, neighborhood electric vehicles (NEVs), low-speed vehicles (LSVs), and golf carts. We also covered how these vehicles are becoming such popular car alternatives for so many people. Now in Part 2, we’ll dive into the important topic of what makes these vehicles street-legal for use on public roads.

As we discussed in Part 1 of this series, the term LSV (or low-speed vehicle) is the only important consideration here, as “NEV” is merely a colloquial nickname. The term LSV, on the other hand, is codified into law by the US Department of Transportation and is a federally recognized category of motor vehicles by the National Highway Traffic Safety Administration.

That’s the key to making many of these tiny cars street-legal for use on public roads, though the downside of that is you’ll probably have to register, tag, and insure your LSV in most states in the US.

One point should be made extremely clear though: In almost every case, the question of whether or not an LSV is street-legal comes down to its manufacturer, not to you as the owner or driver. Outside of a few specific cases in a minority of cities and states, non-street-legal LSVs can not be modified or turned into street-legal LSVs by their owners. They need to be originally manufactured to meet federal regulatory guidelines.

Okay, now let’s talk about those guidelines (and some of the exceptions).

wink motors low speed vehicle LSV NEV
A street-legal LSV from Wink Motors navigates through Manhattan

Federal regulation of low-speed vehicles

In order for LSVs to be considered for sale in the US to be used on public roads, they must be produced to meet federal regulations for LSVs. This means that they must be designed and manufactured from the outset for street-legal use.

The first step is ensuring that the factory is registered with the NHTSA. Before buying an LSV, you should always ask the vendor if the vehicles are registered with the NHTSA. If the answer is “don’t worry about it, they only go 25 mph,” then 99 out of 100 times you’re not looking at a street-legal LSV.

Without this critical step of being registered and approved as an LSV manufacturer by the NHTSA, proper VINs (vehicle identification numbers) can not be assigned to the vehicles for registration. A VIN that conforms to the same rules as those used on all street-legal vehicles in the US – including full-size cars and trucks for highway use – is just one of more than a dozen federal requirements for LSVs.

This is the step that most foreign-manufactured and imported LSVs miss, since very few overseas LSV factories are actually registered with the NHTSA, meaning they can’t offer a US VIN code. Chinese micro-cars that are imported to the US often have VINs on the frame, but they are Chinese VINs. That’s the case with my internet-famous mini-truck from China. It has a VIN, but it means nothing in the US since it’s a Chinese VIN.

minghong electric microcar LSV
An example of a Chinese micro-car from Minghong

Next, there are several other requirements that mimic those for full-size cars, from visibility to safety equipment. Low-speed vehicles must have backup cameras with very specific viewing angle requirements. Again, these are the same requirements used for full-size cars and trucks in the US. Slapping a camera on the back of a micro-car or golf cart isn’t enough to fulfill this requirement.

Other requirements like pedestrian warning systems (also referred to as pedestrian noisemakers) are required for LSVs with electric drivetrains. Once again, these have the exact same requirements as for new electric cars like Teslas, etc. Very specific octave levels and decibels levels must be programmed into the car’s noisemaker to warn pedestrians, especially vision-impaired pedestrians, of the vehicle’s presence. The sound must reach certain pitches at different speeds and must modulate as the vehicle’s speed increases and decreases. The exact regulation text for just the pedestrian noisemaker is dozens of pages long, believe it or not.

These are some of the more difficult and cumbersome regulations applied to LSVs since they share the same rules as existing cars, but they’re not the only ones. LSVs must also have lap belts or 3-point seat belts that meet DOT requirements for full-size cars as well as windshields that use specific DOT-approved glazing. Both the windshields and the seat belts must be produced by suppliers that are already registered with the DOT. Simply installing any basic seat belt isn’t enough.

Other requirements cover aspects related to lighting, braking systems, reflectors, mirrors, and more.

Where LSVs differ in street-legal requirements from full-size cars largely comes down to the more complicated safety requirements. Crumple zones, airbags, radar, and other major pieces of safety equipment aren’t required in LSVs, and the vehicles themselves aren’t required to undergo crash testing. If they were, the results likely wouldn’t be pretty due to the reduced safety equipment in the vehicles.

That’s one of the reasons that LSVs are limited to just 25 mph (40 km/h) top speed and can only be operated on roads with speed limits of 35 mph (56 km/h). Both of these are part of the federally mandated LSV regulations and are designed to prevent these vehicles from mixing with larger full-size vehicles at higher speeds, where the result of crashes are more likely to be fatal.

Wink Motors Low Speed Vehicle LSV NEV

Some cities and states have more lax LSV laws

The above is not a complete list of the regulations for LSVs, but paints a picture of the somewhat complicated path required for companies to meet the federal regulations related to LSVs.

However, these are just the federal regulations. Most states describe low-speed vehicles in their state highway codes and have a section deferring regulations to match those at the federal level. In other words, they use the federal rules for LSVs in their own states. A few states set aside more strict requirements, while a few states offer more lenient requirements.

While the vast majority of US states use the federal rules for LSVs, Colorado is an example one state that sets its own more lenient rules that remit several of the more complicated manufacturing requirements. This makes it easier to register things like golf carts as LSVs, though this case is a rare one in the US.

A Club Car LSV golf cart designed to meet federal LSV regulations

Are golf carts street-legal too?

No, golf carts almost always not street-legal. This is true in nearly every city and state in the US.

Are there exceptions to this rule? Absolutely. But they usually only occur at the local level. That means a state, city, or township has to create a specific ordinance allowing for golf carts to be operated on public roads. There are a few towns that have become famous for this, such as Peachtree City in Georgia, but they are a minority.

To determine if golf carts are considered street-legal and can be used on public roads in your area, you should check with your local police department or Department of Motor Vehicles.

The only time that golf carts do meet federal standards for LSVs is when they are specifically produced as LSV golf carts. Most major golf cart manufacturers in the US do in fact produce LSV versions of their golf carts, meaning they were designed to meet federal low-speed vehicle regulations. The problem is that many have yet to update those models to the most recent version of LSV regulations, which added backup cameras and pedestrian noisemakers to the list of required equipment only a few years ago.

While many LSV golf carts have added backup cameras, most still lack a pedestrian warning system. In reality, you’ll likely never actually get cited by a cop for operating an LSV golf cart that doesn’t have a pedestrian warning system in it, mostly because very few cops would even know that they require one. But if you want to know the letter of the law, then without meeting full compliance, such LSV golf carts aren’t technically street-legal. And when it comes time to register the LSV, it may not be possible without the complete suite of required equipment.

low speed vehicle LSV golf carts

Beware of unscrupulous dealers claiming ‘street-legal’ status

As LSVs have become more popular in the US, so too have shady vendors purporting to sell street-legal LSVs.

Most, if not all, are imported Chinese models that were designed for the Chinese market. Ironically, they aren’t even technically street-legal in China since there are no equivalent LSV laws in China. But they are still commonly used by elderly drivers in China where their name loosely translates to “happy grandpa” cars.

These Chinese models have begun being imported to the US in larger numbers. Models marketed as “Chang Li” vehicles are one of the most common, though Chang Li is simply a single manufacturer and most “Chang Li” vehicles in the US aren’t even produced by Chang Li. At this time, no Chang Li vehicle is street-legal in the US as they do not meet federal regulatory standards for LSVs.

My “Chang-Li” electric mini-truck, even though it’s not really produced by Chang Li

These vehicles lack many of the requirements for street-legal LSV status, usually relating to DOT-stamped safety glass, pedestrian warning systems, proper lighting, DOT-certified seat belts, and other important details. Perhaps most critically, these vehicles do not feature NHTSA-compliant VIN (vehicle identification number) codes. While many come with a VIN, they are actually Chinese VINs and can not be found in the NHTSA database because the manufacturer is not registered with the US government to produce cars for export to the US.

These non-compliance issues haven’t stopped many of shady US resellers from hawking such vehicles with claims of “street-legal” plastered over their websites and marketing materials. But the fact is that nearly no Chinese-manufactured LSVs, NEVs, or micro-cars are currently street-legal in the US, unless they fit into certain city or state laws that have a looser set of requirements than federal low-speed vehicle laws. In fact, at the time of writing, I know of only two Chinese-manufactured LSVs that are currently street-legal in the US, the Wink and the Pickman. And in the case of the Wink, which I know more about after having tested them myself, that’s only because the company spent nearly two years designing the vehicles to be produced in China to US safety standards and properly registered their factory with the NHTSA.

What street-legal LSVs and golf carts exist in the US?

While the category is still in its infancy, there are already several options for street-legal LSVs in the US. Some are already on the road, while others are expected to enter the market later this year.

We will cover these options in detail Part 3 of this series, which will be coming later this week.

Stay tuned!

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E-quipment highlight: Perkins TracStar battery electric power unit

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E-quipment highlight: Perkins TracStar battery electric power unit

The off-highway equipment experts at Perkins and McElroy have teamed up to develop a plug-and-play battery electric power unit designed to help equipment OEMs and upfitters to seamlessly transition from diesel to battery electric power.

Designed to occupy the same space as the companies’ diesel-engined power units, Perkins dropped its new battery power unit into the similarly new McElroy TracStar 900i pipe fusion machine (specialized equipment used to join thermoplastic pipes like HDPE or polypropylene by heat-welding them end-to-end to form a continuous length pf pipe).

Perkins’ battery electric power unit replaces the company’s proprietary 134 hp, 3.6 liter 904 Series Tier V diesel engine, enabling units that are already deployed to be quickly upgraded to electric power – and helping trade allies and development partners to easily retrofit existing equipment in order to add zero-emission options to their operational fleet.

“We’re actively helping customers navigate the shift in power system requirements, with a range of advanced power systems including electric, diesel-electric and alternative fuel compatible engines,” says Jaz Gill, vice president, global sales, marketing at Perkins. “When it comes to the innovative fully integrated battery electric power unit, it can be ‘dropped in’ to a machine to replace a diesel engine. The system consists of a Perkins battery along with inverters, motors and on-board chargers – all packaged up into a compact drop-in system to support seamless transition from diesel to electric for our customers looking to make that move.”

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McElroy believes that an electric, emissions-free power unit like this one will open new opportunities and applications for its customers.

“Their team has done a phenomenal job of integrating their battery electric system into our TracStar 900i,” explains McElroy President and CEO Chip McElroy. “We’re really excited to see what the market thinks about this concept.”

Development of the battery electric powered pipe fusion machine was completed in about nine months. Future Perkins-powered electric equipment running the 904 diesel (small excavators, telehandlers, pumps, and gensets) could be developed even more quickly. You can find out more in the company’s promo video, below.

Perkins electric power unit


SOURCE | IMAGES: McElroy, Perkins.

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Upcoming electric Bentley blends 1930s style with 2030s tech

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Upcoming electric Bentley blends 1930s style with 2030s tech

British ultra-luxe brand Bentley is teasing the upcoming, first-ever all electric model that will take it into the 2030s with a new concept car inspired by the iconic 1930 “Blue Train” Speed Six coupe – and it looks fantastic!

More than any other brand, Bentley was defined by its engine. For decades, in fact, the only meaningful mechanical difference between a Rolls-Royce and a Bentley was the 6.75L twin-turbocharged V8 engine under the flying B hood ornament.

That all changed at the dawn of the twenty-first century. Rolls-Royce was acquired by BMW, while Volkswagen took the reins at Bentley, setting both brands on distinct paths. Now, without its own engine, Bentley faces the challenge of proving to discerning buyers that its cars justify a premium over its mechanical cousins at VW, Audi, and Porsche. That’s why the company is looking to it pre-Rolls merger past, all the way back to the legendary 1930 “Blue Train” Speed Six coupe.

Bentley Blue Train EXP 15 concept


EXP 15 concept and 1930 Blue Train; via Bentley.

“Bentley’s then-chairman Woolf Barnato had a Speed Six four-door Weymann fabric saloon by H J Mulliner, which he used to race the Blue Train in 1930,” explains Darren Day, Bentley’s Head of Interior Design. “Meanwhile, he had a unique one-of-one Speed Six coupe being built, with a body by Gurney Nutting. Even though the coupe wasn’t finished when the race took place, it’s that car (the coupe) that’s become associated with it and has since become an iconic Bentley. What we were influenced by is the idea of a three-seat car with a unique window line and super slick proportions used for grand tours.”

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The EXP 15 concept car features a unique, three-door, three-passenger layout under a sweeping, dramatic roofline lifted from the 1930 tourer. “The seat can rotate and you step out, totally unflustered, not trying to clamber out of the car like you see with some supercars,” continued Day, before dropping the biggest hint yet as to who they’re building the car for. “You just get out with dignity and the Instagram shot is perfect.”

Bentley EXP 15 interior


While almost no technical specs have been revealed other than “full electric,” Bentley says its new concept’s innovative interior layout allows passengers to stretch out in comfort alongside accessible storage compartments that can house a bar, hand luggage, or even pets. The EXP 15 even offers tailgate seating for outdoor parties or suburban soccer games.

But, while the new concept is tall, Bentley hopes it manages to offer the commanding driving position and comfort of an SUV while giving off the “vibe” of a classic grand tourer – something Bentley thinks could be the next wave of the luxury car market.

“The beauty of a concept car is not just to position our new design language, but to test where the market’s going,” offers Robin Page, Bentley Director of Design. “It’s clear that SUVs are a growing segment and we understand the GT market … but the trickiest segment is the sedan because it’s changing. Some customers want a classic ‘three-box’ sedan shape, others a ‘one-box’ design, and others again something more elevated. So this was a chance for us to talk to people and get a feeling.”

As before: no specs, no range estimates, and no promises about if and nothing definitive about when the oft-promised all-electric Bentley will finally bow – but this is certain: when it does arrive, it will be big, brash, and fast.

Electrek’s Take


Now that SUVs are everywhere and in every segment, automakers are desperate to explore or open new niches, hoping to find that next “SUV-like” growth segment. As weird as the three-door, three-seat EXP 15’s interior layout is, you have to admit that it’s different. And, for a vehicle that spends 90% of its time with just one person inside it, it might be more than practical enough.

Let us know if you think Bentley has a winner, or just another concept car gimmick on its hands in the comments.

SOURCE | IMAGES: Bentley.


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In rare earth metals power struggle with China, old laptops, phones may get a new life

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In rare earth metals power struggle with China, old laptops, phones may get a new life

A stack of old mobile phones are seen before recycling process in Kocaeli, Turkiye on October 14, 2024.

Anadolu | Anadolu | Getty Images

As the U.S. and China vie for economic, technological and geopolitical supremacy, the critical elements and metals embedded in technology from consumer to industrial and military markets have become a pawn in the wider conflict. That’s nowhere more so the case than in China’s leverage over the rare earth metals supply chain. This past week, the Department of Defense took a large equity stake in MP Materials, the company running the only rare earths mining operation in the U.S.

But there’s another option to combat the rare earths shortage that goes back to an older idea: recycling. The business has come a long way from collecting cans, bottles, plastic, newspaper and other consumer disposables, otherwise destined for landfills, to recreate all sorts of new products.

Today, next-generation recyclers — a mix of legacy companies and startups — are innovating ways to gather and process the ever-growing mountains of electronic waste, or e-waste, which comprises end-of-life and discarded computers, smartphones, servers, TVs, appliances, medical devices, and other electronics and IT equipment. And they are doing so in a way that is aligned to the newest critical technologies in society. Most recently, spent EV batteries, wind turbines and solar panels are fostering a burgeoning recycling niche.

The e-waste recycling opportunity isn’t limited to rare earth elements. Any electronics that can’t be wholly refurbished and resold, or cannibalized for replacement parts needed to keep existing electronics up and running, can berecycled to strip out gold, silver, copper, nickel, steel, aluminum, lithium, cobalt and other metals vital to manufacturers in various industries. But increasingly, recyclers are extracting rare-earth elements, such as neodymium, praseodymium, terbium and dysprosium, which are critical in making everything from fighter jets to power tools.

“Recycling [of e-waste] hasn’t been taken too seriously until recently” as a meaningful source of supply, said Kunal Sinha, global head of recycling at Swiss-based Glencore, a major miner, producer and marketer of metals and minerals — and, to a much lesser but growing degree, an e-waste recycler. “A lot of people are still sleeping at the wheel and don’t realize how big this can be,” Sinha said. 

Traditionally, U.S. manufacturers purchase essential metals and rare earths from domestic and foreign producers — an inordinate number based in China — that fabricate mined raw materials, or through commodities traders. But with those supply chains now disrupted by unpredictable tariffs, trade policies and geopolitics, the market for recycled e-waste is gaining importance as a way to feed the insatiable electrification of everything.

“The United States imports a lot of electronics, and all of that is coming with gold and aluminum and steel,” said John Mitchell, president and CEO of the Global Electronics Association, an industry trade group. “So there’s a great opportunity to actually have the tariffs be an impetus for greater recycling in this country for goods that we don’t have, but are buying from other countries.”

With copper, other metals, ‘recycling is going to play huge role’

Although recycling contributes only around $200 million to Glencore’s total EBITDA of nearly $14 billion, the strategic attention and time the business gets from leadership “is much more than that percentage,” Sinha said. “We believe that a lot of mining is necessary to get to all the copper, gold and other metals that are needed, but we also recognize that recycling is going to play a huge role,” he said.

Glencore has operated a huge copper smelter in Quebec, Canada, for almost  20 years on a site that’s nearly 100-years-old. The facility processes mostly mined copper concentrates, though 15% of its feedstock is recyclable materials, such as e-waste that Glencore’s global network of 100-plus suppliers collect and sort. The smelter pioneered the process for recovering copper and precious metals from e-waste in the mid 1980s, making it one of the first and largest of its type in the world. The smelted copper is refined into fresh slabs that are sold to manufacturers and traders. The same facility also produces refined gold, silver, platinum and palladium recovered from recycling feeds. 

The importance of copper to OEMs’ supply chains was magnified in early July, when prices hit an all-time high after President Trump said he would impose a 50% tariff on imports of the metal. The U.S. imports just under half of its copper, and the tariff hike — like other new Trump trade policies — is intended to boost domestic production.

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Price of copper year-to-date 2025.

It takes around three decades for a new mine in the U.S. to move from discovery to production, which makes recycled copper look all the more attractive, especially as demand keeps rising. According to estimates by energy-data firm Wood Mackenzie, 45% of demand will be met with recycled copper by 2050, up from about a third today.

Foreign recycling companies have begun investing in the U.S.-based facilities. In 2022, Germany’s Wieland broke ground on a $100-million copper and copper alloy recycling plant in Shelbyville, Kentucky. Last year, another German firm, Aurubis, started construction on an $800-million multi-metal recycling facility in Augusta, Georgia.

“As the first major secondary smelter of its kind in the U.S., Aurubis Richmond will allow us to keep strategically important metals in the economy, making U.S. supply chains more independent,” said Aurubis CEO Toralf Haag.

Massive amounts of e-waste

The proliferation of e-waste can be traced back to the 1990s, when the internet gave birth to the digital economy, spawning exponential growth in electronically enabled products. The trend has been supercharged by the emergence of renewable energy, e-mobility, artificial intelligence and the build-out of data centers. That translates to a constant turnover of devices and equipment, and massive amounts of e-waste.

In 2022, a record 62 million metric tons of e-waste were produced globally, up 82% from 2010, according to the most recent estimates from the United Nations’ International Telecommunications Union and research arm UNITAR. That number is projected to reach 82 million metric tons by 2030.

The U.S., the report said, produced just shy of 8 million tons of e-waste in 2022. Yet only about 15-20% of it is properly recycled, a figure that illustrates the untapped market for e-waste retrievables. The e-waste recycling industry generated $28.1 billion in revenue in 2024, according to IBISWorld, with a projected compound annual growth rate of 8%.

Whether it’s refurbished and resold or recycled for metals and rare-earths, e-waste that stores data — especially smartphones, computers, servers and some medical devices — must be wiped of sensitive information to comply with cybersecurity and environmental regulations. The service, referred to as IT asset disposition (ITAD), is offered by conventional waste and recycling companies, including Waste Management, Republic Services and Clean Harbors, as well as specialists such as Sims Lifecycle Services, Electronic Recyclers International, All Green Electronics Recycling and Full Circle Electronics.

“We’re definitely seeing a bit of an influx of [e-waste] coming into our warehouses,” said Full Circle Electronics CEO Dave Daily, adding, “I think that is due to some early refresh cycles.”

That’s a reference to businesses and consumers choosing to get ahead of the customary three-year time frame for purchasing new electronics, and discarding old stuff, in anticipation of tariff-related price increases.

Daily also is witnessing increased demand among downstream recyclers for e-waste Full Circle Electronics can’t refurbish and sell at wholesale. The company dismantles and separates it into 40 or 50 different types of material, from keyboards and mice to circuit boards, wires and cables. Recyclers harvest those items for metals and rare earths, which continue to go up in price on commodities markets, before reentering the supply chain as core raw materials.

Even before the Trump administration’s efforts to revitalize American manufacturing by reworking trade deals, and recent changes in tax credits key to the industry in Trump’s tax and spending bill, entrepreneurs have been launching e-waste recycling startups and developing technologies to process them for domestic OEMs.

“Many regions of the world have been kind of lazy about processing e-waste, so a lot of it goes offshore,” Sinha said. In response to that imbalance, “There seems to be a trend of nationalizing e-waste, because people suddenly realize that we have the same metals [they’ve] been looking for” from overseas sources, he said. “People have been rethinking the global supply chain, that they’re too long and need to be more localized.” 

China commands 90% of rare earth market

Several startups tend to focus on a particular type of e-waste. Lately, rare earths have garnered tremendous attention, not just because they’re in high demand by U.S. electronics manufacturers but also to lessen dependence on China, which dominates mining, processing and refining of the materials. In the production of rare-earth magnets — used in EVs, drones, consumer electronics, medical devices, wind turbines, military weapons and other products — China commands roughly 90% of the global supply chain.

The lingering U.S.–China trade war has only exacerbated the disparity. In April, China restricted exports of seven rare earths and related magnets in retaliation for U.S. tariffs, a move that forced Ford to shut down factories because of magnet shortages. China, in mid-June, issued temporary six-month licenses to certain major U.S. automaker suppliers and select firms. Exports are flowing again, but with delays and still well below peak levels.

The U.S. is attempting to catch up. Before this past week’s Trump administration deal, the Biden administration awarded $45 million in funding to MP Materials and the nation’s lone rare earths mine, in Mountain Pass, California. Back in April, the Interior Department approved development activities at the Colosseum rare earths project, located within California’s Mojave National Preserve. The project, owned by Australia’s Dateline Resources, will potentially become America’s second rare earth mine after Mountain Pass. 

A wheel loader takes ore to a crusher at the MP Materials rare earth mine in Mountain Pass, California, U.S. January 30, 2020. Picture taken January 30, 2020.

Steve Marcus | Reuters

Meanwhile, several recycling startups are extracting rare earths from e-waste. Illumynt has an advanced process for recovering them from decommissioned hard drives procured from data centers. In April, hard drive manufacturer Western Digital announced a collaboration with Microsoft, Critical Materials Recycling and PedalPoint Recycling to pull rare earths, as well as copper, gold, aluminum and steel, from end-of-life drives.

Canadian-based Cyclic Materials invented a process that recovers rare-earths and other metals from EV motors, wind turbines, MRI machines and data-center e-scrap. The company is investing more than $20 million to build its first U.S.-based facility in Mesa, Arizona. Late last year, Glencore signed a multiyear agreement with Cyclic to provide recycled copper for its smelting and refining operations.

Another hot feedstock for e-waste recyclers is end-of-life lithium-ion batteries, a source of not only lithium but also copper, cobalt, nickel, manganese and aluminum. Those materials are essential for manufacturing new EV batteries, which the Big Three automakers are heavily invested in. Their projects, however, are threatened by possible reductions in the Biden-era 45X production tax credit, featured in the new federal spending bill.

It’s too soon to know how that might impact battery recyclers — including Ascend Elements, American Battery Technology, Cirba Solutions and Redwood Materials — who themselves qualify for the 45X and other tax credits. They might actually be aided by other provisions in the budget bill that benefit a domestic supply chain of critical minerals as a way to undercut China’s dominance of the global market.

Nonetheless, that looming uncertainty should be a warning sign for e-waste recyclers, said Sinha. “Be careful not to build a recycling company on the back of one tax credit,” he said, “because it can be short-lived.”

Investing in recyclers can be precarious, too, Sinha said. While he’s happy to see recycling getting its due as a meaningful source of supply, he cautions people to be careful when investing in this space. Startups may have developed new technologies, but lack good enough business fundamentals. “Don’t invest on the hype,” he said, “but on the fundamentals.”

Glencore, ironically enough, is a case in point. It has invested $327.5 million in convertible notes in battery recycler Li-Cycle to provide feedstock for its smelter. The Toronto-based startup had broken ground on a new facility in Rochester, New York, but ran into financial difficulties and filed for Chapter 15 bankruptcy protection in May, prompting Glencore to submit a “stalking horse” credit bid of at least $40 million for the stalled project and other assets.

Even so, “the current environment will lead to more startups and investments” in e-waste recycling, Sinha said. “We are investing ourselves.”

MP Materials CEO on deal with the Defense Department

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