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Nikola, producer of fuel cell and battery electric semi trucks, held a grand opening for the first of its HYLA refueling stations. The goal is to build a hydrogen refueling network that can be rolled out quickly, and built up over time as fuel cell trucks become more common.

There’s a big push for zero emission trucks in California right now, in response to California’s new truck regulations. That push is particularly focused on the trucking routes between the Ports of Los Angeles and Long Beach and the distribution centers of the Inland Empire – which Ontario lies at the heart of.

For a zero emission truck, you’ve got basically two choices: batteries, or hydrogen fuel cells.

Nikola sells both of these, but the problem with hydrogen is that the electrical grid is already built out, and there’s relative ease to add new chargers, whereas hydrogen fueling stations are a more involved effort.

So Nikola created its HYLA concept, which allows it to roll out temporary refueling stations in targeted areas under more simplistic permitting and construction schemes, with the potential to build these stations into a larger permanent construction later on.

As of now, the refueling station is… basically just an asphalt-and-gravel lot, with a building for 24/7 support on-site, across the street from the Ontario Airport. But it only took a few months for Nikola to set this up, which is key given the rapid rollout of electric trucks in California, especially for drayage (moving goods from port to distribution centers).

The station consists of two large liquid hydrogen tanks on trailers, each holding over 800 kilograms of hydrogen stored in liquid form. This is enough hydrogen for about 20-25 fillups. The Nikola Tre FCEV holds about 70kg of hydrogen in a tank, but fillups won’t always fill the entire tank.

Filling up takes about 20 minutes, with technicians on hand to manage the process. Fueling with highly compressed hydrogen (700 bar) is a little more complicated than uncompressed diesel or high-powered DC chargers. The equipment onboard the tank trailer also includes motors and pumps to turn the liquid hydrogen into compressed gaseous hydrogen before putting it into the Tre’s tank.

The process is also quite noisy due to the pumps onboard the trailer unit, and there is some loss of hydrogen during the pumping process – hydrogen molecules are tiny, and really hard to keep in place.

Nikola says it has been filling these tanks once every day or two so far, but wants to scale up to filling about 50-70 trucks a day, which will require daily deliveries of liquid hydrogen. Currently, that liquid hydrogen is “gray” hydrogen, which means it was produced by methane, a fossil fuel. FCEVs are still more efficient than diesel vehicles when run on hydrogen made from methane, but not as efficient as battery EVs charged from methane-generated electricity.

But just like with BEVs – it’s even better if the fuel comes from a better source. Hydrogen could theoretically be generated by electrolysis of water, powered by clean energy. This is called “green hydrogen,” and Ole Hofelmann, President of Nikola Energy, told us that Nikola would like to set up a green energy hydrogen electrolysis plant in order to produce its own liquid hydrogen and then deliver it to its own stations in its own trucks, making the whole loop have zero emissions. But that’s some ways off.

While this is only a temporary station for now, Nikola plans to make it more permanent in the future – paving the lot, building permanent pumps and so on. As that happens, the trailers can be sent to the next site, as an “advance team” to set up the site before permanent construction (and lots of permitting) begins. Nikola says it wants to have 9 stations set up in California by the end of Q2 and 14 this year – which seems ambitious. Today was the grand opening for this station, but it has been in operation for about a month and a half now.

The truck – the Nikola Tre Fuel Cell semi

The higher energy density of the hydrogen – stored at 10,000psi in four 450lb tanks behind the cab – means that the Tre FCEV has longer range (500mi) than competing electric trucks. This doesn’t matter all that much for drayage, but Nikola told us that one driver does a weekly loop filling up in Oakland, CA, driving down to Long Beach, then out to Ontario, then filling up and heading back to Oakland. This is too long a trip for most BEV trucks (except one, at least – we’ve seen the Tesla Semi do similar mileage).

We spoke with a driver, Edward from 4 Gen Logistics, who’s been driving the Tre FCEV for about 6,000 miles. He said that he he was initially intimidated by the new technology (and by the climb to get in the truck in the first place – it sits VERY HIGH), but now he likes the Tre more than other BEV trucks he’s driven like the Volvo VNR, Kenworth, and Daimler eCascadia. He says this is because the longer range means he can do 2-3 trips to the port and back in one shift, which he hasn’t been able to do with the BEV trucks. And it comes with a features to make his life easier, like automatic tire pressure and load sensing.

He also likes the performance. Similar to other electric trucks, it has a ton of torque, but Edward said the FCEV is even better at climbing hills with a full load than the BEVs he’s driven are.

I’ve driven the Daimler and Volvo myself, and both were super impressive in their drivability. I’ve ridden in the Tre FCEV tractor (with no trailer) on two occasions, and the ride is extremely quiet for a 26,200lb, 536hp tractor (about 3,000lbs lighter than the BEV – both get an extra 2,000lb weight limit, though the FCEV’s extra 2k lbs only applies in 5 states, while the BEV’s is federal). I’m also impressed with the strength of its regenerative braking – though that’s particularly hard to judge without a trailer attached.

The FCEV does have similar horsepower to the Kenworth and about 100 more horsepower than the Volvo and Daimler, but it has a much smaller battery that it’s pulling that power from. Nikola’s fuel cell stack is large, but it mainly works to charge the 164kWh onboard battery, which then goes on to power the wheels. Most hydrogen vehicles have a battery to buffer the power coming from the fuel cell stack, but this is a particularly large one, even for a semi truck.

Electrek’s Take

We at Electrek were skeptical of Nikola from early on. There are a lot of EV startups out there, and we try to cover as many of them as we can. But it’s a difficult business, and many of them are likely to fail. Everyone should always keep on guard about untested claims from new companies.

Nikola was one of those companies that made early claims that ended up not being true. As a result, its founder and former CEO, Trevor Milton, ended up in prison.

It has moved through a few CEOs since then, but seems to have largely put the Milton era behind it. Nikola is making trucks now, and has delivered far more trucks than Tesla has delivered Semis, both BEV and FCEV (though it had to recall all of its BEVs last year).

And now we’ve ridden in the FCEV twice, and it worked rather well – it ran under its own power, not just downhill like Milton’s “Nikola One”. And drivers seem to like it. That’s good progress.

As for the feasibility of fuel cells in general – many of our readers question its application and whether it’s better than BEV. We share those questions, particularly given that ~95% of hydrogen is currently produced from methane, which means it’s a lot dirtier to fill up on hydrogen than on CA grid electricity (which is generated from ~54% non-polluting sources).

California is working on adding requirements to its Low Carbon Fuel Standard (LCFS) which would require a certain percentage of “green” hydrogen to earn credits, so that might be cleaning up if progress is made on offering commercial green hydrogen credits. And if Nikola manages to build those electrolysis plants, that could solve the problem too (we also remember Tesla saying every Supercharger would have solar panels way back in 2012, and several hundred billion dollars in revenue later, that, uh, hasn’t happened).

But all of that is a long way off. However, we say similar things with EVs – even if an EV is charged with full coal power, it’s still cleaner than a gas car, and as the grid cleans up, the EV cleans up too. Same with FCEVs – if green hydrogen makes its way onto the market (or if governments finally implement carbon pricing as they should have done 100 years ago) an FCEV suddenly becomes much cleaner as well.

And if you don’t have trucks out there, then there’s no reason, or capital, for investment into building up infrastructure to generate green hydrogen. So you have to put some trucks on the road so there’s a reason to do it.

We’ve heard a lot of the same arguments from the light duty side of things – see our drive in the Honda CR-V e:FCEV earlier this week – but for those, BEV is already much more practical than FCEV. For heavy duty, especially long haul, hydrogen does have real advantages, at least in the short or medium term. So it’s good to see someone working on it – and it’s good to see Nikola working to put the specters of its past behind it.

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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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