Hydrogen storage tanks in Spain in May 2022. Hydrogen has a diverse range of applications and can be deployed in a wide range of industries.
Angel Garcia | Bloomberg | Getty Images
The buzz around hydrogen has gotten increasingly loud in the past few years — many see it as an important tool in reducing the environmental footprint of heavy industry and helping economies hit net-zero goals.
The green hydrogen sector, which is centered on producing it using renewable sources of energy like wind and solar, has drawn particular interest and boasts some high-profile backers.
They include German Chancellor Olaf Scholz, who in 2022 called it “one of the most important technologies for a climate-neutral world” and “the key to decarbonizing our economies.”
In the world of business, multinationals from Iberdrola to Siemens Energy are also looking to make plays in green hydrogen.
But while there’s a huge amount of excitement about the potential of hydrogen — the International Energy Agency describes it as a “versatile energy carrier” — there are also undoubted challenges.
For a start, the vast majority of hydrogen production is still based on fossil fuels, not renewables — a fact clearly at odds with net-zero goals.
And when it comes to green hydrogen specifically, production costs are a significant issue, and will need to be reduced in the years ahead.
Transporting hydrogen from production sites to users is another equally important factor to consider.
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“Hydrogen is pretty expensive to move,” Murray Douglas, head of hydrogen research at Wood Mackenzie, told CNBC during an interview.
“It’s more difficult to move than natural gas … technically, engineering wise … it’s just harder,” he added.
Douglas is not alone in highlighting some of the hurdles in delivering hydrogen.
The U.S. Department of Energy, for instance, notes key challenges “include reducing cost, increasing energy efficiency, maintaining hydrogen purity, and minimizing hydrogen leakage.”
The DOE adds that more research is required to “analyze the trade-offs between the hydrogen production options and the hydrogen delivery options when considered together as a system.”
Location important
In relation to the logistics surrounding green hydrogen in particular, one areathat will need attention is the location of production facilities.
Often, these are earmarked for areas where sources of renewable energy are abundant — such as Australia, North Africa and the Middle East — but many miles away from where the hydrogen will actually be used.
Wood Mackenzie’s Douglas referenced transportation options when reflecting on the investment horizon for the next 10 years.
“You can obviously pipe it, but you probably need a dedicated pipeline,” he said, noting that this would likely need to be a new build and close to end-users.
The only other realistic option in this investment horizon, he said, relates to exporting the hydrogen as ammonia.
“You produce the hydrogen, the green hydrogen, and then you would synthesize it into ammonia with nitrogen,” he said.
The shipping of ammonia was, Douglas noted, “a pretty established technology and industry — there’s already a bunch of receiving ports in place.”
This ammonia could then be sold directly to end users, such as fertilizer producers.
An alternative option would be to “crack the ammonia back into hydrogen,” although this would not be without its own issues.
“As soon as you start ‘cracking’ back into hydrogen use, you start to incur some … quite big energy losses,” Douglas said.
Efficient delivery system needed
In a statement sent to CNBC, Jorgo Chatzimarkakis, the CEO of industry association Hydrogen Europe, was bullish about the prospects for green hydrogen.
He said it would “become a global commodity,” before stressing the importance of having “an efficient delivery system.”
Chatzimarkakis also highlighted the need for a certification program, because “green hydrogen needs to prove that it is sourced from renewable energy.”
Despite some clearly big obstacles, partnerships and programs related to the supply and distribution of green hydrogen are starting to take shape.
Earlier this year, for example, Greenergy and Octopus Hydrogen — the latter is part of the Octopus Energy Group — announced they had started a “green hydrogen delivery partnership.”
Elsewhere, German firm Enertrag says it’s been “operating a tanker and transport trailer to deliver large quantities of green hydrogen to customers” since 2021.
And back in 2022, Madrid-headquartered energy firm Cepsa said it would work with the Port of Rotterdam to develop “the first green hydrogen corridor between southern and northern Europe.”
Sticking point
Though the technology and knowledge for hydrogen production and delivery are there, one sticking point remains.
“The industry knows how to transport hydrogen,” Wood Mackenzie’s Douglas said, adding that the energy and chemicals sectors have been transporting it for “a long time — it’s not new, it’s just expensive.”
Expanding on his point, Douglas said getting production costs down is key. The lower those are, the more manageable transportation costs would become.
“I’m not sure if there’s any sort of magical … cost reduction technology that’s going to come into the transportation side of the equation,” he added.
“We’re not suddenly going to find … a better material to ship hydrogen through,” he said.
“If you’re liquefying it, you have to get it very cold, and that’s just expensive,” he went on to add. “If you’re turning it into ammonia, there’s a cost in there, and then there’s a bunch of challenges around toxicity.”
“They know how to do all of these things,” he went on to conclude. “It still just comes down to cost.”
Stark Future, the Barcelona-based electric motorcycle startup that made waves with its motocross-focused VARG MX, is back with something new…. and this time it’s headed for the streets. Meet the Stark VARG SM, an all-electric Supermoto that blends track-ready performance with daily rideability in a way that might just redefine what street-legal e-motorcycles can be.
But don’t go thinking that this is just a VARG MX with turn signals slapped on. The VARG SM is a purpose-built electric Supermoto designed from the ground up for asphalt, with tighter geometry, updated suspension, and a whole lot of power – up to 80 horsepower, to be exact. At just 124.5 kg (275 lb), the SM boasts the highest power-to-weight ratio of any production Supermoto in the world.
Oh, and did I mention it delivers 914 Nm of torque at the rear wheel? That’s not a typo. That’s nearly 675 ft-lb of instant electric torque, delivered silently and smoothly. Stark says that should result in acceleration that is equal parts insane yet completely controllable thanks to a highly tunable powertrain and Stark’s intuitive onboard display.
Built for the track, ready for the road
The VARG SM draws its DNA from Stark’s competition-proven motocross platform, but digging deeper into the specs shows how the company refined their dirt experience into asphalt performance. This new model gets a complete Supermoto treatment, including custom KYB suspension, a forged aluminum subframe, high-strength steel frame, machined triple clamps, CNC-machined hubs, and Brembo radial brakes. The 48mm front fork is fully adjustable with 290mm of stroke, and the rear shock offers 303mm of travel, giving it the precision and feel needed to rail corners or careen around kart tracks.
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Up front, the VARG SM features a newly developed triple clamp that enhances steering precision and front-end feedback, something Supermoto riders will appreciate when diving into tight apexes or threading through city traffic. Add in a set of sticky Pirelli Diablo Rosso IV tires (with options for Dunlop, Michelin, or Anlas depending on your climate or riding style), and you’ve got a machine that feels like it was tailor-made for twisty mountain roads or technical urban playgrounds.
Smart power, smart control
Powering the VARG SM is a 7.2 kWh structural honeycomb magnesium battery, the same kind found in the off-road VARG, but now tuned for more urban versatility. It offers a real-world range of around 81 km (50 miles) under the WMTC cycle. That might not be cross-country touring territory, but the company is banking on it being enough for commuting and light canyon carving in the right location, not to mention track-day stunts.
Recharging that battery is said to be quick and painless: the included 3.3 kW portable charger fits in a backpack, plugs into any standard outlet or EV wall plug, and fills the battery in just 1–2 hours depending on how deep into the pack the last ride wandered.
The motor itself is a carbon-fiber–sleeved PMAC unit with an integrated inverter, engineered for brutal motocross abuse but refined for the road. The result is said to be silky power delivery with massive torque, yet zero shifting thanks to the single-speed electric drivetrain. It’s motocross power, but scooter control – just twist and go. Riders can even customize everything from throttle response and regen braking to power output and engine braking, all through Stark’s Android-based “Arkenstone” display mounted on the bars.
Speaking of the display, it’s waterproof, shockproof, and fully connected. GPS navigation, OTA updates, live ride data, and full ride mode tuning are all a few taps away… no laptop required.
Built-in stoke and daily practicality
For all the hardcore specs, the VARG SM still remembers it’s supposed to be fun – and functional. The bike is street-legal in Europe, the US, Australia, and New Zealand, and it’s even A1 license compliant, making it easier for new riders. In some countries, you can legally ride it with just a car license thanks to the near-scooter legal classification. That opens up a whole new category of riders who might’ve written off motorcycles as too complicated, intimidating, or loud. However, it’d definitely be a good idea to take traditional motorcycle training classes before unleashing the higher power end of the VARG SM’s spectrum.
And while it can absolutely play hard, it’s also smartly equipped for the daily grind. You get a walk mode and reverse gear to help in tight spaces, a bar-mounted handbrake option for stunt work or accessibility, and built-in security layers. The LED headlamp punches out 4,000 lumens – which is said to be roughly three times brighter than anything else in its class – and the patent-pending integrated indicators are made from flexible optical silicone to handle everyday abuse without cracking.
Pricing and availability
The Stark VARG SM is available to order now through Stark’s global dealer network of over 500 shops, or directly from the company’s website. There are two versions:
Standard (60 hp): $12,900 USD / €12,990 / £10,900
Alpha (80 hp): $13,900 USD / €13,990 / £11,900
Canadian, Australian, and New Zealand pricing is also available, with minor regional differences and delivery fees.
The motocross VARG was Stark’s declaration of war on gas bikes, and now the VARG SM looks to be their full-throttle cannonball into the urban performance segment. It’s electric, road legal, and might just be the wildest street bike of the year.
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China sweeping restrictions on rare earth exports threaten the U.S. defense industry, providing President Xi Jinping with a powerful leverage over President Donald Trump in upcoming trade talks.
Beijing will not allow the export of rare earth materials for use by foreign militaries, China’s Ministry of Commerce announced on Oct. 9. These are the first restrictions imposed by China that specifically target the defense sector, according to Gracelin Baskaran, a critical minerals expert at the Center for Strategic and International Studies.
“What this essentially means is that it will deny licenses to foreign militaries and companies that are producing military use end goods,” Baskaran told CNBC. “It undermines the development of the defense industrial base at a time when there is rising global tension. It is a very powerful negotiating tactic because it undermines national security.”
Rare earth magnets are crucial components in U.S. weapons systems such as the F-35 warplane, Virginia and Columbia class submarines, Predator drones, Tomahawk missiles, radars, and the joint direct attack munition series of smart bombs, according to the Department of Defense.
China dominates the global supply chain for rare earths. It controls 60% of mining and more than 90% of refining worldwide, according to the International Energy Agency. The U.S. is dependent on China for around 70% of its rare earth imports, according the U.S. Geological Survey.
“It’s scandalous that we don’t have a rare earths strategic reserve, that we let China monopolize 90% of the refining of rare earth materials,” Jeremy Siegel, University of Pennsylvania professor emeritus of finance, told CNBC on Monday. “Where were we?”
‘Massively disruptive’
Beijing also imposed broad controls that require foreign companies to obtain an export license if rare earths processed in China make up as little as 0.1% of their products’ value. Firms also need licenses for products that rely Chinese rare earth technology for mining, smelting, separation, magnet manufacturing and recycling.
“If these rules were to be strictly and indefinitely enforced, they would be massively disruptive, not just to the US but globally,” Wolfe Research analyst Tobin Marcus told clients in an Oct. 10 note. Rare earths are also also crucial inputs for the semiconductor and automobile industries.
The restrictions would impact every sector of the U.S. economy but the defense, semiconductor and electric vehicle industry would face the brunt, according to Alicia Garcia Herrero, an economist at French investment bank Natixis. Defense contractors, Apple, Nvidia, Intel, Tesla, Ford and GM are all highly exposed, Hererro told clients in a Monday note.
The Trump administration is working to build out a domestic supply chain. The Defense Department struck an unprecedented deal with the largest U.S. rare earth miner MP Materials in July that included an equity stake, price floors and an offtake agreement.
“This will certainly also further accelerate US efforts to develop our own rare earth resources,” Marcus said. U.S. rare earth stocks have surged as investors speculate that the Trump administration will strike deals with other miners.
Standoff in South Korea
The restrictions threaten to reignite the trade war between the China and the U.S. after months of relative calm.
Trump has responded with 100% tariffs on Chinese goods starting Nov. 1. The huge import taxes would come on top of the 44% tariff rate already in place on China, effectively cutting off trade between the world’s two largest economies, according to Wolfe Research.
“It wouldn’t take much re-escalation to get us back to the quasi-embargo situation that prevailed in the spring,” Marcus told clients.
The U.S. stock market erased about $2 trillion in value Friday after Trump threatened massive tariffs against China, according to Bespoke Investment Group. The S&P 500 rallied Monday to regain more than half of Friday’s losses after Trump appeared to de-escalate, saying “it will all be fine” with China.
Trump and Xi are still expected to meet on the sidelines of the Asia-Pacific Economic Cooperation summit in Seoul, South Korea later this month, Treasury Secretary Scott Bessent told Fox Business on Monday.
The most likely scenario is “both sides pull back on the most aggressive policies and that talks lead to a further—and possibly indefinite—extension of the tariff escalation pause reached in May,” Goldman Sachs told clients Sunday.
But Beijing’s strategy is unclear and the tariff deadline is just weeks away, raising the risk that an agreement might not be struck in time, Marcus said.
“Without more conviction about Beijing’s strategy here, we’re concerned that they won’t be willing to back down fast enough to prevent these 100% tariffs from kicking in, at least temporarily,” the analyst said.
OpenAI began with a simple bet that better ideas, not better infrastructure, would unlock artificial general intelligence. But that view shifted years ago, as Altman realized that more compute, or processing power, meant more capability — and ultimately, more dominance.
On Monday morning, he unveiled his latest blockbuster deal, one that moves OpenAI squarely into the chipmaking business and further into competition with the hyperscalers.
OpenAI is partnering with Broadcom to co-develop racks of custom AI accelerators, purpose-built for its own models. It’s a big shift for a company that once believed intelligence would come from smarter algorithms, not bigger machines.
“In 2017, the thing that we found was that we were getting the best results out of scale,” the OpenAI CEO said in a company podcast on Monday. “It wasn’t something we set out to prove. It was something we really discovered empirically because of everything else that didn’t work nearly as well.”
That insight — that the key was scale, not cleverness — fundamentally reshaped OpenAI.
Now, the company is expanding that logic even further, teaming up with Broadcom to design and deploy racks of custom silicon optimized for OpenAI’s workloads.
The deal gives OpenAI deeper control over its stack, from training frontier models to owning the infrastructure, distribution, and developer ecosystem that turns those models into lasting platforms.
Altman’s rapid series of deals and product launches is assembling a complete AI ecosystem, much like Apple did for smartphones and Microsoft did for PCs, with infrastructure, hardware, and developers at its core.
Hardware
Through its partnership with Broadcom, OpenAI is co-developing custom AI accelerators, optimized for inference and tailored specifically to its own models.
Unlike Nvidia and AMD chips, which are designed for broader commercial use, the new silicon is built for vertically integrated systems, tightly coupling compute, memory, and networking into full rack-level infrastructure. OpenAI plans to begin deploying them in late 2026.
The Broadcom deal is similar to what Apple did with its M-series chips: control the semiconductors, control the experience.
But OpenAI is going even further and engineering every layer of the hardware stack, not just the chip.
The Broadcom systems are built on its Ethernet stack and designed to accelerate OpenAI’s core workloads, giving the company a physical advantage that’s deeply entangled with its software edge.
At the same time, OpenAI is pushing into consumer hardware, a rare move for a model-first company.
Its $6.4 billion all-stock acquisition of Jony Ive‘s startup, io, brought the legendary Apple designer into its inner circle. It was a sign that OpenAI doesn’t just want to power AI experiences, it wants to own them.
Ive and his team are exploring a new class of AI-native devices designed to reshape how people interact with intelligence, moving beyond screens and keyboards toward more intuitive, engaging experiences.
Reports of early concepts include a screenless, wearable device that uses voice input and subtle haptics, envisioned more as an ambient companion than a traditional gadget.
OpenAI’s twin bet on custom silicon and emotionally resonant consumer hardware adds two more powerful branches over which it has direct control.
Blockbuster deals
OpenAI’s chips, datacenters and power fold into one coordinated campaign called Stargate that provides the physical backbone of AI.
In the past three weeks, that campaign has gone into overdrive with several major deals:
OpenAI and Nvidia have agreed to a framework for deploying 10 gigawatts of Nvidia systems, backed by a proposed $100 billion investment.
AMD will supply OpenAI with multiple generations of its Instinct GPUs under a 6-gigawatt deal. OpenAI can acquire up to 10% of AMD if certain deployment milestones are met.
Broadcom’s custom inference chips and racks are slated to begin deployment in late 2026, as part of Stargate’s first 10‑gigawatt phase.
Taken together, it is OpenAI’s push to root the future of AI in infrastructure it can call its own.
“We are able to think from etching the transistors all the way up to the token that comes out when you ask ChatGPT a question, and design the whole system,” Altman said. “We can get huge efficiency gains, and that will lead to much better performance, faster models, cheaper models — all of that.”
Whether or not OpenAI can deliver on every promise, the scale and speed of Stargate is already reshaping the market, adding hundreds of billions in market cap for its partners, and establishing OpenAI as the de facto market leader in AI infrastructure.
None of its rivals appears able to match the pace or ambition. And that perception alone is proving a powerful advantage.
Developers
OpenAI’s DevDay made it clear that the company isn’t just focused on building the best models — it’s betting on the people who build with them.
“OpenAI is trying to compete on several fronts,” said Gil Luria, Head of Technology Research at D.A. Davidson, pointing to its frontier model, consumer-facing chat product, and enterprise API platform. “It is competing with some combination of all the large technology companies in one or more of these markets.”
Developer Day, he said, was aimed at helping companies incorporate OpenAI models into their own tools.
“The tools they presented were very impressive — OpenAI has been terrific at commercializing their products in a compelling and easy-to-use manner,” he added. “Having said that, they are fighting an uphill battle, since the companies they are competing with have significantly more resources — at least for now.”
The main competition, Luria said, is primarily Microsoft Azure, AWS and Google Cloud.
Developer Day signaled just how aggressively OpenAI is leaning in.
The company rolled out AgentKit for developers, new API bundles for enterprise, and a new App Store that offers direct distribution inside ChatGPT — which now reaches 800 million weekly active users, according to OpenAI.
“It’s the Apple playbook: own the ecosystem and become a platform,” said Menlo Ventures partner Deedy Das.
Until now, most companies treated OpenAI as a tool in their stack. But with new features for publishing, monetizing, and deploying apps directly inside ChatGPT, OpenAI is pushing for tighter integration — and making it harder for developers to walk away.
Microsoft CEO Satya Nadella pursued a similar strategy after taking over from Steve Ballmer.
To build trust with developers, Nadella leaned into open source and acquired GitHub for $7.5 billion, a move that signaled Microsoft’s return to the developer community.
GitHub later became the launchpad for tools like Copilot, anchoring Microsoft back at the center of the modern developer stack.
“OpenAI and all the big hyperscalers are going for vertical integration,” said Ben van Roo, CEO of Legion, a startup building secure agent frameworks for defense and intelligence use cases.
“Use our models and our compute, and build the next-gen agents and workflows with our tools. The market is massive. We’re talking about replaying SaaS, big systems of record, and literally part of the labor force,” said van Roo.
SaaS stands for software as a service, a group of companies specializing in enterprise software and services, of which Salesforce, Oracle and Adobe are part.
Legion’s strategy is to stay model-agnostic and focus on secure, interoperable agentic workflows that span multiple systems. The company is already deploying inside classified Department of Defense environments and embedding across platforms like NetSuite and Salesforce.
But that same shift also introduces risk for the model makers.
“Agents and workflows make some of the massive LLMs both powerful and maybe less necessary,” he noted. “You can build reasoning agents with smaller and specific workflows without GPT-5.”
The tools and agents built with leading LLMs have the potential to replace legacy software products from companies like Microsoft and Salesforce.
That’s why OpenAI is racing to build the infrastructure around its models. It’s not just to make them more powerful, but harder to replace.
The real bet isn’t that the best model will win, but that the company with the most complete developer loop will define the next platform era.
And that’s the vision for ChatGPT now: Not just a chatbot, but an operating system for AI.